Survey On Intermodal Transfer Technologies - Za Infrastructure Transport Equipment and Trtansfer Means PDF

DELIVERABLE D1
State of the Art of conventional and innovative techniques

in intermodal transport
Annex 1: Survey on intermodal transfer technologies
Public
CONTRACT N: 2000-AM.10005
ACRONYM : ITIP
Innovative Technologies for

Inter-modal Transfer Points
TITLE : Innovative Technologies for Intermodal transfer Points
MAIN AUTHOR: Edoardo Peterlini (Euretitalia s.r.l.)
PROJECT CO-ORDINATOR: PTV Planung Transport Verkehr AG (DE)
PROJECT PARTNERS : EURA A/S (DK)

Euretitalia s.r.l. (IT)
Heusch/Boesefeldt GmbH (DE)
NTUA (GR)
Technicatome SA (FR)
VTT (FI)
PROJECT START DATE : April 2000 DURATION : 48 months
DATE OF ISSUE OF THIS REPORT : June 2001
Project funded by the European

Community under the Competitive
and Sustainable Growth Programme
(1998-2002)
TECHNICAL AND ORGANISATIONAL DESCRIPTION OF ELEMENTS
LIST OF CONTENTS
For the technical and organisational description of possible new and improbable existing
systems an inquiry form and additional items or parameters have been used. The following
elements have been described in the framework of this study:
1 TRANSHIPMENT EQUIPMENT AS ELEMENT OF THE MEANS OF

TRANSPORT ITSELF 6
1.1 ACTS ABROLL CONTAINER TRANSPORT SYSTEM 7
1.1.1 The ACTS technique 7
1.1.2 Description of the System 7
1.1.3 Transport Cycle 8
1.1.4 Diffusion of the System 11
1.1.5 General Evaluation 11
1.1.6 Compatibility 12
1.1.7 Conclusion 13
1.2 Bimodal Techniques 14

1.2.1 Introduction 14
1.2.2 System 14
1.2.3 The Loading Unit 16
1.2.4 Present situation in Europe 16
1.2.5 General Evaluation of the Bimodal System 17
1.2.6 Conclusion 18
1.3 Mercedes Benz (MB-) Kombi Lifter 19
1.4 Semi-trailer equipped with side loader 21
1.5 ULS 23
1.6 SeIf - Unloading Ship(s) 26

1.6.1 Ships with Revolving (or Swinging) Cranes 26
1.6.2 Ship Equipped with Gantry Cranes 26
1.6.3 The LASH Carrier 27
1.6.4 The SEABEE Ship 27
1.6.5 Ship with Cargo Section Located above pier 28
2 TRANSHIPMENT DEVICES 29
2.1 Fast Transfer TECHNICATOME COMMUTOR Handling Device 29
2.2 Krupp Fast Handling Device 30
ITIP D1, Annex 1 Survey on intermodal transfer technologies 2

3 TRANSHIPMENT AND INTERNAL TRANSPORT DEVICES 32
3.1 Terminal Truck with Lifting Device for Swap Bodies 32
3.2 SeIf loading AGV Robot 32
4 INTERNAL TRANSPORT EQUIPMENT 33

4.1 Shuttle Wagon (Navette) 34
4.2 Multi Trailer System (MTS) 34
4.3 Skid/Pallet (Longitudinal Conveyor) 35
4.4 Moving Train 35
4.5 Skid/PalIet (Cross Conveyor) 35
4.6 Conveyor Concepts 36

4.6.1 Equipment to equipment conveyor 36
4.6.2 Internal transport conveyor 38
4.6.3 Overhead conveyor 38
4.7 Bi-directional Rail mounted Shuttle B+ 38
4.8 Train Movement and Positioning Devices 38

4.8.1 Semiautomatic fixed installations 39
4.8.2 Automatic fixed installations 40
4.8.3 Traction Robots and Locomotives with Remote Control 40
4.8.4 COMMUTOR Train Transfer and Positioning Devices 41
4.8.5 Conclusions 41
5 STACKING DEVICES 43
5.1 Portal Crane for Stacking 43
5.2 One-Arm Crane (Stack Lifter) 43
5.3 High-Rack Handling Device for Shelf-Store 44

5.3.1 Shelf Store Hall 44
5.3.2 Hall for Cross Transport Device (Skid / Pallet System) 45
5.3.3 High Rack Handling Device with Transversal Bridge 46
5.4 Mechanical Storage 46
6 TECHNICAL AND ORGANISATIONAL CONCEPTS 47

6.1 Technicatome COMMUTOR Concept 47
6.1.2 Conceptual basis 48
6.1.3 Different applications of the COMMUTOR Concept 50

6.2 KRUPP Fast Handling System 51

6.2.1 Identification System 51
6.2.2 Transhipment Area 51
6.2.3 Movement of the train through the plant 52
6.2.4 Conveying and Storage Technology 52
6.2.5 System Control 52
6.2.6 Civil Engineering 52
6.2.7 Production Forms 53
6.3 Automated Guided Vehicle System and Automated Stacking Crane 54

6.3.2 MSS Concept 54
6.3.3 Navigation 55
6.3.4 Intelligence: System Concept 56
6.3.5 Vehicle Concept 56
6.3.6 Safety Provisions 57
6.3.7 Reliability 58
6.3.8 Maintainability 58
6.3.9 Future 58
6.4 CARGO 2000 CONCEPT 59
6.5 NOELL FAST TRANSHIPMENT SYSTEM 63
7 TERMINAL AND TERMINAL NODE CONCEPTS IN EUROPE 64
7.1 RAIL TERMINAL CONCEPTS 64

7.1.1 Noell Megahub 64
7.1.2 Commutor 64
7.1.3 Krupp Fast Handling System 65
7.1.4 Transmann Handling Machine 65
7.1.5 Noell Fast Transhipment Terminal (SUT) 65
7.1.6 CCT Plus 66
7.1.7 RoadRailer 66
7.1.8 Compact Terminal Tuchschmid 66
7.1.9 Gateway Terminal HUPAC 67
7.1.10 Lttkombi Terminal 67
7.1.11 Train Coupling Sharing/Cargo Sprinter 67
7.1.12 North East Terminal Paris 68
7.1.13 Irun and Portbou Terminal 68
7.1.14 Rail Terminal Maasviakte 68
7.2 BARGE TERMINAL CONCEPTS 69

7.2.1 Barge Express (BEX) 69
7.2.2 Rollerbarge 69
7.2.3 Self unloading Vessels 70
7.3 RO-RO TERMINAL CONCEPTS 71

7.3.1 FlexiWaggon 71
7.3.2 G 2000 Ro-Ro 71
7.3.3 Shwople Train 71
7.3.4 Shwople Barge 71

7.4 SEA TERMINAL CONCEPTS 72

7.4.1 Container Pallet Transfer (CPT) System 72
7.4.2 Thamesport 72
7.4.3 Coaster Express (CoEx) 73
7.4.4 Train Loader 73
7.4.5 River-Sea Push Barge System 74
7.4.6 Combined Traffic Carrier Ship/Barge (CTCB) 74
7.5 NODE TRANSPORT SYSTEMS 75

7.5.1 Combi-Road 75
7.5.2 Selbsttgis Signalgefhrtes Triebfahrzeug 75
7.5.3 Internal Transport Node Maasvlakte (MTS/AGV) 76
7.6 INNOVATIVE TRANSSHIPMENT UNITS 77

7.6.1 Cassettes 77
7.7 INNOVATIVE BUNDLING NETWORK CONCEPTS 78

7.7.1 RAIL CONCEPTS 78
7.7.2 DEDICATED ROAD CONCEPTS 82
7.7.3 RO-RO CONCEPTS 82
7.7.4 BARGE CONCEPTS 83
7.7.5 NODE CONCEPTS 85
7.8 CLASSIFICATION OF INTERMODAL TRANSPORT TERMINAL IN EUROPE 86

7.8.1 RAIL ROAD TERMINALS 86
7.8.2 BARGE ROAD TERMINALS 86
7.8.3 BARGE RAIL ROAD TERMINALS 86
7.8.4 MARITIME FULL CONTAINER TERMINALS WITH ROAD AND RAIL CONNECTIONS 86
7.8.5 MARITIME FULL CONTAINERS TERMINALS WITH ROAD RAIL BARGE
CONNECTIONS 86
7.8.6 RAIL ROAD BIMODAL TERMINALS 86
7.8.7 RAIL RAIL TRANSFER TERMINALS 86

1 Transhipment Equipment as Element of the Means of Transport itself
In this functional category in which the external means of transport are fitted with transhipment
equipment we have found the following elements:
1. ACTS
2. Bimodal Technique
3. MB Kombi Lifter
4. Semi-Trailer with Side Loader
5. U.L.S.
6. Self-Unloading Ship(s)
which are described in detail hereafter.

1.1 ACTS ABROLL CONTAINER TRANSPORT SYSTEM
The following explanations summarise the ACTS transportation system for rail road transport,
and similar systems like Germanys RSS or MSTS. ACTS stands for Abroll Container
Transportsystem, RSS for Roland Umschlag Schiene Strasse.
1.1.1 The ACTS technique
The technique ACTS was developed by Multilift BV, Dronten, The Netherlands.
It consists basically of lorries equipped with special hydraulic jib and skip containers; to extend
utilisation of the system to the rail transport, special swivel frames are mounted on flat
wagons; these swivel frames permit, in connection with the lorry, to transfer skip containers to
and from rail.
1.1.2 Description of the System
The system requires no special equipment of the terminals: it is only necessary to have
access to the wagons by road; the roads shall be of adequate dimensions; they must permit
free access of heavy lorries to all the wagons involved in the loading operations; in fact the
lorries require adequate spaces in order to position themselves at an angle of 450 degress
required for the transhipment of the loading unit.
The system consists of three basic elements:

the ACTS loading unit,
the chain lift equipment mounted on truck chassis,
the turntables mounted on a wagon.
1.1.2.1 Loading Units
The loading units are composed of two basic elements: a sub-frame and a container fixed on
the sub-frame. The sub-frame is a standard element composed of two main girders and three
transversal elements; this structure supports rollers and locking axles for a chain lift system in
order to permit loading operations by lorry, stability rollers and blockage devices.
The sub-frame structure is provided for the coupling with the lorrys or the turntables structure
to obtain sure and safe fixation of loading units and to resist any damages occurring during
the road / rail transport or the shunting operation.
On the sub-frame a loading unit is fixed; there are various types of containers special units
for bulk freight, for palletised freight, flat containers and others.
The dimesnions of a standard bulk freight container are - 5950 mm length, 2500 mm width
and 2500 mm height with a tare weight of about 2600 kg. The total gross weight amounts to
about 20000 kg

1.1.2.2 Lorries
Lorries are fitted with a special hydraulic jib (in accordance with AFNOR or DIN standards),
with a counter frame for guiding and fixing the loading units and for the application of
stabilisers. Total weight is about 29.000 kg.
Normally lorries are used; the utilisation of a trailer is possible but operations are very
complicated: the trailer also needs loading/unloading equipment. In some cases trailers are in
use that only transport one unit: in that case the lorry transfers its own loading unit and then,
empty, unloads the unit-unit (actual consignment) from the trailer; from here onwards tran-
shipment is the same as usual.
It is important to note that in cases where there is a lorry plus a trailer the total weight on the
road is higher than 50 tons which is not allowed by the European Highway Code and the
legislation in most European countries.
1.1.2.3 Wagons
Wagons are generally bogie flat wagons equipped with three turntables (in some particular
cases two); each turntable can accept a loading unit of 5.950 mm length (in some particular
cases 7.300 mm long) weighing up to 20.000 kg.
The standard flat wagons have a tare weight of about 26-28 tons, and the wagons designed
for this special purpose have a tare weight of about 24-25 tons; the high tare of vehicles is due
to the equipment mounted on the wagons: the total weight of three turntables is about 6.000
kg.
Older wagons have a total max. weight on rail of 80 tons, modern wagons one of 90 tons.
Therefore three ACTS units of a total weight from 18 to 22 each can be transported.
1.1.3 Transport Cycle
The container transportation road-rail-road is functioning as follows (see figure below).



The container is loaded by the sender. For each material the right type container is available.
After having loaded the container (with the chain lift - system) the truck brings it to the nearest
station, where a wagon with turntables is ready to receive it after swinging-out the turntable by
450 degrees. The driver drives his truck backwards to the turntable. The reflectors mounted
on both sides of the turntable serve as orientation points for the driver.
With the help of a chain system mounted on the lorry the container is now pushed onto the
wagon. The special construction of the turntable, in combination with the push possibility of
the chain lift system makes a constant movement of the loading unit from the truck to the
wagon possible. For this movement, which lasts less than two minutes, the driver does not
have to leave his cabin.
After moving the loading unit from the truck to the wagon the turntable will be turned back.
Dependent on the weight, the turntable will be turned back by hand or with a cable linked to
the truck.
Now the turntable is locked and the wagon is ready for transportation.
The cycle at the station of arrival is basically the same, just the other way round.
It has to be noted that there are stability problems during transhipment and the driver does
also have to pay attention to the different heights of truck and wagon due to possible different
levels because of springs and earth base.
1.1.4 Diffusion of the System
Switzerland is the main user, today 60/80 bogies wagons carrying 3 loading units each are in
service. They are generally used for the following services:
transport of waste;
transport of vegetables;
transport of loam;
general purpose.
In the Netherlands only a small number of bogies wagons carrying 3 loading units each is in
use. The only use known in Netherlands is transport of waste to the incinerator.
In other European countries there are similar systems and in some cases these road systems
have been adapted for railroad exchange.
1.1.5 General Evaluation
The existing transport cases are all regional services with low level of traffic.
The main advantages are:

no special equipment is needed in rail stations for the transhipment of loading
units;
loading units are suitable for rail or road transportation;

short transhipment time for a single box in a small yard;

simple to control as operated by one man only;
efficient transfer technology.
The main disadvantages are:

equipment of all lorries;
relative high tare of equipment of wagons;
high total weight of the lorry with the ACTS loading unit;
high cost of loading unit and equipment;
high demand of space for transhipment operations.
The balance of advantages/disadvantages seems corresponding to the effective diffusion of

those systems.
The efficiency of the system is relatively good: the load/tare ratios are comparable to the ratios
of containers, the special equipment mounted on vehicles give high tares of rail and road
vehicles. The system can efficiently operate with a small number of elements: a very limited
number of lorries and wagons can operate 50-100 loading units.
The system is very flexible and it is not depending on fixed equipment at the rail - road
transhipment point.
The costs of loading units, however, are higher than standard loading units, the costs of the
equipment of lorries and wagons are also high.
1.1.6 Compatibility
ACTS boxes can be vertically transhipped from the wagon, but can not be vertically moved on
lorries. Therefore it seems to be complicated to adapt them in the terminals equipped with
vertical transhipment devices.
ACTS wagon can drive in normal trains (coupling type and strength) but there are some
conditions to be respected: improvements on strength and fixing devices of turntables and
boxes are being developed.
Concerning the compatibility of ACTS loading units to conventional Combined Transport (CT)
equipment three options have been identified:
Fig. : Adaptation of ACTS loading units to conventional CT equipment

The costs of different adaptations cannot be evaluated in the framework of this study.
1.1.7 Conclusion
The ACTS system is a modern road system, based on lorries with hydraulic jib and skip
containers; the system can operate also in connection with rail and can then be a solution for
road - rail transport.
For the transhipment road rail the system needs no fixed equipment in the terminals. It does
need good road access to the wagons (pavement) and space, however.
The system characteristics and its own cost structure seems to locate the optimal utilisation of
ACTS at a low level of traffic, for regional flows of special or industrial goods and also waste
transport to the treatment plants.
Cost assumptions are only qualitative because the system today operates only with very small
quantities of load-units and therefore no practical evaluation of the B-point in the graph below
is possible.
Fig. : Qualitative cost comparison of ACTS and Vertical Transhipment Systems
The graph shows schematic relations between the total cost of systems and traffic volume
(number of loading units). The ACTS system can start with small investment for small traffic
flows; a growing volume is directly related to the increase of investment in loading units,
wagons and lorries. For vertical transhipment of loading units the investment in fixed
equipment e.g. cranes has to be done before starting the operation. But then it does not have
to be adapted to the growing volume for some time. Only when the maximum capacity of the
equipment is exceeded an additional investment is necessary.

1.2 Bimodal Techniques
This section summarises studies undertaken on the bimodal system in Europe.
1.2.1 Introduction
The bimodal system was born about thirty years ago in USA and there are a number of trailers
which have been experienced with. Originally only one trailer axle was mounted on the trailer
(because the max. weight in the USA is higher than in Europe).
Later the increasing dimensions and weights made the use of railway bogies necessary;
bogies today are detachable from trailers.
Since the system has been introduced in Europe many bimodal solutions based on trailers
and detachable railway bogies have been developed and today there is a large number of
prototypes.
1.2.2 System
The basis of the system is a special road trailer: to circulate on railways the trailer is
transformed into a railway vehicle.
To transform the trailer it is necessary to mount it on special bogies and to couple all railways
devices (as, for example, brake pipes).
Each trailer is supported at the ends by the bogies and each trailer is then connected to the
following one. There are different types of couplings.
To couple this special vehicle to locomotives or to standard railway vehicles it is necessary to

have special bogies on both ends carrying coupling gears and buffers or the same
intermediate bogie with a special adapter with buffers. The operation of re-railing a bimodal
loading unit is shown in the following figure.

Fig. : Operation Scheme Bimodal System

1.2.3 The Loading Unit
The basic loading unit for the European bimodal system is a trailer as permitted by European
road laws. Maximal characteristics of a trailer are:
length 12,5 13,65 m

wide 2,5 m (2,6 only refrigerated)
height on road 4m
max. total weight on road 37 t
There is a wide range of trailer configurations but the most utilised trailer is the three axles box
type.
1.2.4 Present situation in Europe
In Europe many different systems were developed which are summarised in the following
table:
Technique by country
bimodal FERROSUD Italy
road railer ARBEL ROAD RAIL France
semirail REMAFER France
rail trailer S.&.M. France
road railer ROADRAIL EUROPE Germany
kombitrailer TALBOT Germany
ACKERMANN-FRUEHAUF
TRAILERZUG
Coda- E STORK Alpha Engineering Netherlands,
NS Netherlands Spoorwegen Denmark
Wagon Union Sweden
Transtrailer TAFESA Spain
There is also a road railer in Great Britain.
Systems are all different and it is in general not possible to couple trailers of different types.
The UIC working group tested all systems to have a common basis of evaluation (only
technical evaluation) and there already is a standardisation document (UIC leaflets).
Amerger from kombi trailer and semi rail originated and became the new kombi rail. The first
prototype was agreed by the UIC.
This kombi rail permits larger compatibility. In effect bimodal technical characteristics do not
allow the use of different types of trailers on single trains: for example the coupling system can
be direct (trailer to trailer) or indirect (made by support traverses); the trailer is mounted on the
bogie with many different solutions also for safety devices. Despite the great number of
solutions and prototypes, only a German company BTZ (Bayerische Trailerzug) and FS Italy
have ordered about 200 trailers (150 roadrailers by BTZ and 20 bimodal Ferrosud FS).

It seems that a first regular service will be Munich - Verona and a future regular service from
Holland to the Milan area is also envisaged.
In Europe today no regular service exists and only prototypes are circulating to make tests.
1.2.5 General Evaluation of the Bimodal System
Today only in America there is some experience with regular service. The US Triple Crown
Company (owned by important railway companies such as Santa Fe and Southern Pacific)
owns practically all the bimodal trailers existing; the total amount of bimodal trailers in the
USA is about 3000 (wagons owned by the railway company are about one million).
All these evaluations are theoretic because there are no comparable experiences for the use
on European railways; the American exploiting system is quite different, so are the rail and
road laws; also the American railway system is far from European characteristics (distances,
train frequencies, weights allowed, train characteristics and railways rules).
These differences do not allow to use the USA exploitation experiences for precise evalua-
tions on European routes.
The bimodal system's main advantages are:

No fixed terminal installations necessary, the system needs only a special road tractor (for
terminal operations).
Good tare/load ratio of 28-30 t of load and 15-16 t of tare (trailer and bogie), total weight on
rail 42 to 43 t.
Moderate reduction of transport equipment costs.
Possibility to transport a high number of trailers on a single train (30 - 40 trailers per train).
Possibility to reach customers with no direct railway access (pre- and post-haulage by
road).
It is impossible to open trailer doors while the trailers are mounted on the bogies.
Main disadvantages are:

The system needs complete trains or sections of trains of bimodal type.
The bimodal trailer has a stronger chassis as usual and therefore the payload of the
trailer is reduced (by about 2 to in relation to standard road trailers).
Operators at terminals are obliged to assemble a wagon from a number of elements
(bogies, trailers and connections) and then to form a long train; these operations take time
and a number of tests are mandatory (braking and coupling tests before train departure).
It has to be kept in mind that equipment property and exploitation involve procedures that
differ from the traditional and are therefore in conflict with road or rail rules.
Any defect on one trailer involves a full stop of the train.

1.2.6 Conclusion
Taking into account the technical and operational parameters one can draw the following
conclusions:
The bimodal system allows to operate on small terminals with very economic equipment.
The tare/pay-load ratio is reasonably good, but on the road it is lower in comparison with
standard lorries.
Due to rather good tare load/train length relation bimodal systems may have advantages
on links with restricted trail length.
Due to the characteristics of bimodal vehicles (bimodal vehicles need reduced train
longitudinal forces and special interface bogies to be coupled with locomotives or wagons;
marshalling is not allowed) specific rules for trains operations are required.
In each terminal the number and type of bogies must correspond to the number of trailers
and to the number of trains.
Therefore to avoid transport of bogies between different terminals, a balance of traffic
flows and good management of the system is necessary.
Bimodal is not a fast handling technology in the narrower sense. Bimodal systems are
normally stand alone projects on fixed relations and they are not element of the logistical
chains of containers and swap bodies.
Terminal equipment of Combined Transport (CT) terminals is not needed due to the fact
that bimodal semi-trailers are transhipped only horizontally.
Vertical transhipment of bimodal units is not possible because they are not equipped with
the appropriate devices (corner fittings, grapple pockets).
The bimodal system today is moderately successful in the USA; there are yet some
difficulties in Europe.

1.3 Mercedes Benz (MB-) Kombi Lifter
The Mercedes-Benz Kombi-Lifter (MB Kombi Lifter) is described mainly by the following items:
The MB Kombi-Lifter is a rail-wagon with installed equipment for transhipment of swap-bodies.

The swap-bodies are positioned over the rail-track directly by the truck. Afterwards the train
with the MB Kombi-Lifter-wagons drives under the boxes, positions and lifts them up
sequentially (hydraulicly or by air pressure). When the swap-bodies are locked by the MB
Kombi-Lifter, their legs have to be lifted manually (to be automated in future).
Standard swap-bodies according to CEN 284 (types: 7,1 5m; 7,45m; 7,82m) as they are used
anywhere for road transport can be used without any modifications. The accurate positioning
of the swap bodies - which is one of the crucial points over the track is still in development
status. One main advantage may be that the transfer function between road and rail will be
decentralised so that many extensively used terminals can be supported in taking tran-
shipment away from there. On the other hand the operation of trains between these smaller
loading stations has to be organised in an economic way. The following time standards have
been provided by the developer:
Time to arrange an outgoing train of 20 swap-bodies (incoming of the first truck until outgoing
of train): 1:06 h
Latest delivery of the last two swap-bodies by truck: 15 minutes prior to train departure.
Time to dismantle an incoming train of 20 swap-bodies (incoming of the train until outgoing of
the last truck): 70 minutes
The first two swap-bodies are leaving the terminal: 10 minutes after train arrival.
A standard train of combined transport has the length of 700 m, consists of about 40 railcars
and has a carriage capacity of 64 loading units.
The figure below demonstrates the positioning and loading process of with the MB Kombi
Lifter:

Positioning and Loading Process with the MB Kombi Lifter System

1.4 Semi-trailer equipped with side loader
Side loader, Seitenlader or Kranmobile of this category are semi-trailers equipped with special
crane devices to handle the loading units. The following description is based on the type KM
32 - 298 of the manufacturer Klaus as a reference equipment.
An additional manufacturer of comparable technology is e.g. HAMMAR MASKIN AB, Sweden
(see Cargo Systems 3/93).
The equipment is capable of lifting, transferring, stacking and transporting all containers from
20 - 40. The high mobility is combined with the double sided operation and a lifting capacity
of maximum 32 tons.
A rack cannot be served, because of the geometrical movement possibilities of the handling
device (see Fig. 5.2.1.4/1).
The complete unit consists of a tractor and a three axle, compulsory steered semi-trailer fitted
with front and rear hydraulic Kranmobil aggregates. The aggregates are hydraulically adjust-
able to accept all containers in the 20 - 40 range. The standard version with an adjustable
spreader allows for all ISO, DIN, Sealand and inland containers of the Deutsche Bundesbahn
(DB) to be used.
The containers can be picked up from both sides and set down either onto a chassis or onto
the ground. Furthermore, the containers can be lifted from a rail wagon and transferred onto
the chassis, from the left to the right and vice versa, as well as stacked two high on the right
side. Also, containers stacked in rows with a minimum of 3 space between them can be lifted
out and loaded for transportation.
The containers are lifted by using a spreader incorporating a hydraulic twist lock turning
system with a visible marker. In place of the spreader, the well tested rope slings can be used
with connections for the lower corner castings. By using the clamp-attachment (grappled
arms) with the standard spreader also swap bodies can be lifted and transferred.
In terminal areas between 70-90 containers a day can be handled, the number of deliveries
depends to a large extent on the distance to be travelled. The Klaus Kranmobil KM 32 - 298
has been in service with the Deutsche Bundesbahn (DB), freight and shipping lines as well as
transport and industrial organisations for many years as an indisputable link in the combined
road-rail transport of containers.
Other applications with less carriage capacity or a fixed spreader are possible. The operation
as such is shown in the pictures below:
The main advantages of the side loader are:

it replaces stationary equipment or small sized terminals,
it is a mobile, quick and inexpensive handling system being one-man-operated,
it offers double sided on/off loading from railway wagons or storage points to its own
chassis or other road vehicles,
it can safely pick containers out of rows if these are at least 3 apart and the containers are
stacked two high,
it offers simple but safe operations by means of a portable, remote control panel,
it requires no specially prepared surface area to work on,

it requires no specially developed tractor unit.
Side loader (type Klaus Kranmobil)
Transport vehicles equipped with a transhipment technology like the Kranmobil' seem to show
good performance on small yards with a restricted catchment area for pre- and post haulage
and with clients asking for additional handling (transhipment) by the shipper because they lack
their own equipment. For terminals of European scale, which are part of the international
network with medium and large volumes they are useful as additional devices only. A number
of them serving a train at the same time will interfere with each other and conflicts are
unavoidable in the loading lanes.

1.5 ULS
In the early 1980s the German Minister of Research and Technology launched several studies
to develop an alternative system for (combined) goods traffic.
Aim was to ensure that the Deutsche Bundesbahn (DB) could handle the forecasted
increasing amount of goods, especially in Combined Transport.
One main element of these studies was the ULS, which stands for 'Umschlagfahrzeug Lassig /
Schwanhausser. Lassig and Schwanhausser are the names of the inventors of the concept,
Umschlagfahrzeug means transhipment vehicle.
The basic idea is to transfer boxes in a railway station in a way similar to passengers.
The following requirements were requested:

autonomous driving on track,
integration into and of existing DB-systems,
transhipment of ISO-Containers and DB-Inland-Containers in the sizes 20, 30 and 40 as
well as swap bodies,
transhipment of boxes
from Container-Flat-Wagon to Container-Flat-Wagon,
from Container-Flat-Wagon to ramp and vice versa,
from Container-Flat-Wagon to trucks and vice versa,
transhipment under the catenary,
service of siding tracks,
adherence to gauges according to EBO II (DB regulations for building and operations of rail
infrastructure),
carry the ULS as a goods-traffic-wagon in the normal train with disconnected gear,
ability to pull two charged Container-Flat-Wagons.
The transhipment vehicle which was developed in this framework consists of a vehicle under
frame with a driver-cabin on either side and a cranepart in-between.
The cranepart consists of two middle frames, able to be hoisted and lowered, four swing-out
jibs with one screw jack each, a spreader-bridge and the spreader which is hanging on ropes
under the bridge.
After the positioning of the transhipment vehicle at the side of a loaded Container-Flat-Wagon
or truck, the jibs will be swung out and lowered to support. Now the spreader-bridge is able to
move on the track next to the the container to be transhipped. Than the spreader is lowered
and coupled. The container is hoisted and moved via the bridge. By swinging out the jibs to
the other side of the transhipment vehicle the container can be deposited on a second flat
wagon, truck or on the ramp. The principle is shown in the picture below.

Operation of ULS
The positioning is accurate for automatic transfer

The ULS prototype has been tested in DB operations and re-developed several times
Improvement possibilities concern the spreader, the screw jacks and the coupling and
information system.
ULS I, e.g., consists of a two-fold spreader, whereas ULS IV has a single spreader frame with
integrated grappled arms.
The screw jacks were developed to tranship swap bodies of up to 2.76 m height. The height of
the pavement above rail surface is up to 300 mm and the surface for the screw jacks is up to
250 mm under the actual rail track surface.
A low cost revision would consist of only two axle bogies instead of the expansive three axle
bogies but is not able to drive in normal trains. The hoisting frame could be simplified as well.
The positioning system works either manually or automatically. In the manned operation
scheme the driver is positioning the ULS and the container towards the pins (spigots) with the
aid of four video cameras. The automatic operation needs a fixed tag on both sides of the
Container-Flat-Wagon in the centre between the pins (spigots). On the transhipment vehicle a
laser detector is installed. Below one meter the accuracy is +/- 1 cm.
Four different vehicles have been built and have been in service for the DB, some are still in
use for the Austria Federal Railways (BB). The price for one unit has been about 1.5 Mio DM
(07 Mio ECU) in the early 1980s.

After the testing phase the DB stopped operating with the ULS.
As main reasons the following were given:
long cycle times due to the complexity of the mechanical and positioning system (new
positioning including operating the swing-out jibs and screw jacks),
investment expenses due to the mixed requirement of using the carriage as a goods-
traffic-wagon in normal trains and its mandatory ability to pull two wagons,
strategic decision not to serve intermediate stops at low equipped terminals and siding
tracks.

1.6 SeIf - Unloading Ship(s)
Some container vessel operators use ships which are equipped with on-ship transhipment
devices or which are capable to unload/reload themselves without using fixed terminal
installations. The following types are detailed below:
1. ships with revolving (or swinging) cranes,

2. ships equipped with gantry cranes,
3. the LASH Carrier,
4. the SEABEE Ship,
5. ships with the cargo section located above pier.
1.6.1 Ships with Revolving (or Swinging) Cranes
The revolving crane is flexible and of low cost. Two cranes can be combined to handle heavy
loads. Containers are either lifted with the use of four chains which are locked in the upper
corner fittings or by another technique that makes use of a special frame. A hook is propelled
via a rope. The main disadvantage of this equipment in the container handling is therefore its
low productivity due to the pendulum swing.
The swinging crane reduces the swing disadvantage: it uses a heavy lift gear with a boom that
swings between king pots. Multipurpose container ships are sometimes equipped with
different deck cranes, inland vessels are often equipped with one crane on a telescopic post.
In conclusion swinging cranes are a low cost, multi-purpose handling equipment but have low
productivity in container handling for overseas shipping. However, their advantages for the
coastal shipping and the inland waterways must be considered.
1.6.2 Ship Equipped with Gantry Cranes
From the operational point of view the gantry crane is the most advantageous on-ship
container handling equipment. It can work almost up to its full capacity for a long time without
significant pendulum problems.
Apart from the price, the major disadvantage of the gantry crane is an immense top-side
weight. The weight of the crane, plus any additional ballast required must be subtracted from
the deadweight capacity. Installation is possible on overseas container ships and inland
vessels.
Conclusion: As maritime container terminals increase in number and throughput, ship-borne

gantry cranes are more and more replaced by shore cranes. The cost of a ship-borne gantry
is half of that of a shore crane but the utilisation of the equipment is low. Concerning Inland
Water Transport studies show that the concept of barges equipped with gantries is not cost
effective, since additional riverside infrastructure is needed, whose utilisation again is low.
Also, due to the height of the equipment, problems are caused in case of low bridges above
the waterway.

1.6.3 The LASH Carrier
The general design of the LASH (Lighter Aboard Ships) vessel is very similar to that of a
conventional carrier. Transverse bulkheads divide the vessel into holds which are fitted to
stow tiers or barges. Barges are also stacked two high on the hatch cover of each hold.
Larger LASH vessels have seven holds containing 16 stacks of barges and can stow a total of
up to 90 barges, 1/3 of them being on the top of the hatch covers.
The main handling equipment of the LASH vessel is a portal crane that runs along the deck,
picks up barges and stacks them in the ship holds or conversely moves them from the holds
into the water. The lifting strength is about 500 tons and the cycle time for one barge is about
20 minutes.
In some circumstances the LASH vessel may also carry containers instead of barges.
A disadvantage of the LASH concept is that the lighters can be handled only if the sea is calm
and thus the ship has to be unloaded in a protected area.
A number of LASH ships are now in operation.
Conclusion: The LASH carrier is a barge carrier with self unloading capabilities and a very
significant handling productivity in tons/hr.
1.6.4 The SEABEE Ship
SEABEE is another type of barge carrier that employs a completely different hustling system.
An enormous lift platform (about 32m x 23m) capable of lifting 2700 tons is located at the
stern. The elevator can lower down into the water and allows two lighter / barges to flow over
it. With this two lighters/barges, each having a maximum dead-weight of about 1070 tons, can
be raised out of the water to the level of a cargo deck. Rail-mounted trolleys are then pushed
under the lighters and carry them along the length of the ship to their stowage position.
The SEABEE concept has some variations (USSR, USA, Bacat I, Bacat IL) that concern
mainly the barge weight and the handling equipment for transporting and storing the barges
inside the ship. The first two Soviet barge carriers of the Seabee type entered service in
1979.
The productivity of the SEABEE concept (in tons/hr) can be seen in the following table in
comparison with the productivity of other handling systems.

Table: Comparison of SEABEE concept with other handling systems

Ship type Average hourly cargo handling rate for ship in tons/hr
General cargo ships 70 - 80
Container ship 3 00-600
Roll-on / roll-off ship 200 - 400
LASH carrier 1.200- 1.500
SEABEE ship 2.500 - 3.000
Source: Ships and Shipping of tomorrow, R. Schonkecht, J. Lusch, M. Schelzel, H. Obenaus,

McGregor, 1983.
Conclusion: The SEABEE carrier is a barge carrier with self unloading capabilities and a very
significant handling productivity in tons/hr.
1.6.5 Ship with Cargo Section Located above pier
These are multi-hull ships which are equipped with a cargo section that can be positioned on
a finger pier.
Another technical solution of the same idea is named Sealift concept. The ship can ballast
down below a dedicated container flat supported between two finger piers. Containers are
pre-loaded onto large flats, similar to the hatch covers of a container ship. The specific design
envisages a 384 TEU vessel able to carry four flat of 96 TEU each.
The concept behind the latter system is to enable small export terminals, which may not be
able to justify ship-to-quay handling equipment, to handle containers on a regulars basis.
The disadvantages of the latter system are:

Additional civil engineering investment for the quay installation.
At least one lift truck or reach stacker is necessary to store containers on flats.
It would not be possible to handle this type of vessels in tidal conditions, except at very
specific times, a fact which would severely disrupt a timetable.
Lashing of all containers is needed since all are on deck.
Conclusion: The above concept is in its initial phase of design. Although (after the solution of
its inherent problems) it could offer some advantages mainly for the coastal and / or inland
waterway

2 TRANSHIPMENT DEVICES
In this functional category we have found the following systems:
1. Fast Transfer TECHNICATOME COMMUTOR Handling Device

2. KRUPP Fast Handling Device
The Fast Transfer TECHNICATOME COMMUTOR Handling Device and the KRUPP Fast
Handling Device are described in detail hereafter.
2.1 Fast Transfer TECHNICATOME COMMUTOR Handling Device
These COMMUTOR fast transfer handling devices are essentially composed of the
transhipment equipment which has been designed and developed as an entity of the loading
units (container and swap body), the rolling stock (wagon or truck) and the spreader.
This COMMUTOR transhipment equipment is equipped with a typical spreader allowing

automatic handing. The spreader uses the bottom lift technique in order to be able to handle
different types of loading units on its own.
It can be:
static, with a fixed length, able to handle all the loading units present on a wagon during
only one move,
or mobile, with adjustable length.
The transhipment equipment is:
a uni-directional bridge crane, perpendicular to the rail track moving within one span cor-
responding to a wagon which has been accurately positioned in this span,
a bi-directional rolling gantry crane, moving in two directions, perpendicular and parallel to
the rail track.

2.2 Krupp Fast Handling Device
The automatic unloading and reloading of flat-wagons in the planned transhipment plant - and
in general between two service places - is carried out by Fast Handling Devices. The opera-
ting range of the system spans one loading track, one empty track and one service position
e.g. for transhipment to a cross conveyor or skid / pallet-system.
The rail of the crane bridge is elevated on one side in order to show the cross conveyor
operation.
The Fast Handling Devices can be moved over the whole length of the transhipment area in
order to achieve redundancy. The Fast Handling Devices are designed to be adapted
individually to varying configurations of transhipment plants. By extending the bridge also
storage lanes can be served. An application for roadside operation is foreseen.
The loading units are picked up by a spreader. The spreader is equipped with telescopic
pivots for different container length as well as gripping pliers / grappler arms for swap bodies
and semi-trailers.
All typical container lengths (20, 24, 30, 40 and 49), swap bodies (between 6.25m and
13.6m) and semi-trailers up to 13.6 m can be transhipped automatically.
The loading units can have a maximum weight of 42 t.
After pick up of the loading units by the Fast Handling Devices the bodies are transhipped to
the feeder position for the internal transport.
The cycle time of one transhipment, i.e. from picking the loading unit, via transport to the
feeder position up to the back move to the picking position for the next loading unit amount
between 35 seconds for containers and 72 seconds for semi-trailers.
As described before the Fast Handling Devices are designed for fully automatic operation. For
emergency service a manual control is foreseen.
In the transhipment area there is no catenary installed. The train enters drawbn by its own
engine up to an exchange point. Afterwards the train is moved by a switching engine or by a
special train - push / pull -device through the transhipment area.
The whole Fast Handling System is carried out by the following components:
crane way,
crane bridge,
trolley with lifting gear,
telescopic spreader,
absolute distance measuring system,
sensors and data transmission unit.


3 Transhipment and Internal Transport Devices
Another functional category are transhipment and internal transport devices. This means that
the vehicles are equipped to serve both functions. The following systems can be listed and are
partly described hereafter:
1. Terminal Truck (Swap Body)

2. Self Loading AGV Robot
3.1 Terminal Truck with Lifting Device for Swap Bodies
This kind of equipment is a special vehicle with a hydraulic lifting equipment, able to tranship
and transport mainly swap bodies in the lengths from 7.150 mm up to 8.130 mm (according to
DIN EN 284). It is also possible to transport containers and move trailers and semi-trailers
with one-man-operation.
One manufacturers example is the INNOVA Wechselbrcken-Hubwagen (lifting vehicle for

swap bodies). All safety measures and regulations according to state of the art have been
taken into account in the design procedure in order to ensure a continuous and riskless
operation. The engine has been developed as a Mittelflur-Powerpack (situated beneath the
platform between the axis), with a 10w noise and allowing easy maintenance.
Some vehicles are in operation, today.
3.2 SeIf loading AGV Robot
The self Loading AGV robot is:

an AGV
a robot
As an AGV, Automatic Guided Vehicle, it is an autonomous transporter of boxes able to

transfer boxes from one location to another, with free movement in all directions. It is an
automotive and autonomous vehicle, self-propelled without any wire or physical link, either for
energy or for navigation. It can navigate by reference to passive beacons set in the ground.
The move of the AGV can be longitudinal with normal run by symmetrical rotation of the
wheels or transversal by rotation of the wheels on a 90 angle. The vehicle can therefore draw
in below a storage table with accuracy.
This AGV robot is self loading and is able to handle boxes by itself: it can pick up a box dis-
posed on a storage table or set a box down on a storage table, by means of an auxiliary
vertical move of the platform of the vehicle. Of course, this AGV can also be loaded or
unloaded by means of a crane or any other vertical transhipment device.

4 INTERNAL TRANSPORT EQUIPMENT
In this functional category we list the following systems, which are described in detail here-
after:
1. Shuttle Wagon (Navette)

2. Multi Trailer System (MIS)
3. Skid/Pallet (Longitudinal Conveyor)
4. Moving Train
5. Skid/Pallet (Cross Conveyor)
6. Other Conveyor Concepts
7. Bi-directional Rail mounted Shuttle B+
8. Train Transfer and Positioning Devices

4.1 Shuttle Wagon (Navette)
The shuttle wagons are automatic and autonomous wagons, designed for the COMMUTOR
concept to ensure with accuracy the longitudinal transfer of boxes along a rail track.
For the COMMUTOR high flow application - as each overhead crane moves the boxes within
its span shuttle wagons are used when span changing is needed: they move the boxes from
one span to another.
The shuttle wagon is self propelled, electrically fed by a cable trolley situated on the rail side
and able to position itself with accuracy within a span.
Obviously, these shuttle wagons can be used for any other application, e.g. for the automatic
transportation of boxes within a terminal or between terminals.
4.2 Multi Trailer System (MTS)
The multi trailer system (MTS) has been designed and developed by ECT, especially for the
Delta Terminal, where it is now successfully employed in the main transportation system.
The system basically consists of a heavy duty tractor coupled to a train of five trailers
(wagons).
The tractor is a customized 415 horsepower FTF design, capable of towing up to 400 tons.
The FTF is equipped with an automatic coupler, operated from the drivers cabin, for coupling
and uncoupling complete trains.
Each trailer is fitted with two steerable four wheeled axes connected by means of a computer
designed steering mechanism that results in the trailers exact tracking of the trucks path.
Each trailer may carry one 40 or 45 container or two 20 containers with a total weight of up
to 50 tons. The trailers are designed to be used in conjunction with chassis loaders on the
crane. The MTS is in fact a buffer in itself, capable of accepting the fluctuations in crane cycle-
time without delay to the crane.
This results in better crane production with fewer drivers necessary for transport per crane
than a yard tractor/chassis operation. At the Delta Terminal, an average performance of 40
containers per crane operating hour are achieved using two tractors per crane.
In the buffers, located in the stack, the MTS-trains are towed in by the tractor and uncoupled
when lined up. The driver then picks another train from the buffer and proceeds to the crane in
much the same way as is done in the tractor/chassis operation.
The total savings in the transportation system costs of the MTS, compared to the conventional
yard tractor/chassis system, is about 20% in ECTs situation. Although requiring more capita!
cost, the system results in substantial savings in labour, maintenance, energy, tires, less
damage, safer handling and higher crane productivity.

4.3 Skid/Pallet (Longitudinal Conveyor)
Skid or Pallet Systems can be utilized for longitudinal movement of loading units or transport
crosswise (perpendicular) to the rail track or other tracks in a terminal as well as in the
application of crosswise transport of units in a Fast Handling System linking rail and road.
Other applications are possible.
The skid systems consist of passive frames to carry the loading units and guide ways which
compose also the actuation system. The pallets are self propelled, but need guide ways and
power and data lines.
4.4 Moving Train
The moving train supports the Krupp Fast Handling System and has therefore been described
above.
The main advantage is, that no further equipment for longitudinal movement of loading units is
necessary and all loading unit are passing the transhipment plant automatically being moved
on rail cars. Therefore the transhipment area can be very compact.
4.5 Skid/PalIet (Cross Conveyor)
A skid and pallet system can be used for the transport of loading units between fixed points or
feeder-points. It allows quick transfer with high performance under automatic control. The
following description refers to the cross conveying system used in a Fast Handling System
linking rail and road, but other applications are possible as well.
The pallet system takes over the loading units from the handling system on the rail track side
and moves them into the store or directly to the feeder position which is in the railroad terminal
and directly to the truck loading lane.
The cross conveyor consists of single, electro-mechanically accelerated palettes controlled by

the central processing unit. They are operating on rails which are situated in the cross lane.
In a further level beneath, a second rail-system allows the retrieval of empty pallets. At the
respective end of the conveyor there is a crossbar lifting table to connect both transport
systems and to allow a circuit movement of pallets. In the middle of the lane a third crossbar
lifting table is possible. The truck and train loading is disconnected and two circuits are
running in an opposite direction. An appropriate control and security system is integrated. By
means of this configuration of cross conveyors one can react flexibly and individually to the
course of events of the transhipment process.
The cross conveyor serves the following functions:

transport into the storage area,
transport to the feeder position for direct transhipment to the truck lane,
buffer for the fast unloading of trains as well as

pre-sorting when reloading of the train.
The pallets are designed to carry all common types of loading units including semi-trailers
One pallet consists of the following components:
framework with
drives, working separately and independently,
trestles which can be slewed by Electro cylinders for the saddle plates of semi-trailers,
sensors, central processing unit, energy and data transmission system, absolute
distance measurement system,
emergency service unit.
One cycle contents the following activities:

transport of a loaded pallet,
lowering of the cross bar lifting table,
moving of new pallets in the table,
lifting of the table,
set down of loading unit.
A more simple application are transfer tables which consist of only one level and one pallet
which moves between two feeder places to exchange loading units between fixed installation
which can not communicate directly or which have to operate independent from each other.
4.6 Conveyor Concepts
The basic designs of conveyor concept were included:
1. The equipment to equipment conveyor

2. The internal transport conveyor
3. The overhead conveyor
In the framework of this study, it has been decided to focus on one system only, the
equipment to equipment conveyor. The reason for this selection was that it is a design
already
The Equipment to Equipment Conveyor has been implemented and tested by some manufac-
turers, while the rest are still in preliminary stage of design or in prototype forms. Nevertheless
all three are described hereafter:
4.6.1 Equipment to equipment conveyor
This transhipment device must be considered as an additional equipment in the transhipment

activity, that can interchange containers between harbour crane (or self-unloading ship) and
the internal transport.

The basic concept of this container Equipment to Equipment Conveyor is to match the pro-
ductivity of two pieces of equipment and to provide buffers where possible to even out
temporary differences in cycle times.
Matson Terminals Inc. has developed a conveyor of this type to support the sea side
operations of a container terminal. This conveyor was installed in the companys container
terminal in Los Angeles. The equipment is rubber tiered and follows the shore side crane
automatically.
The main feature of this container conveyor is to bridge the gap between the yard crane and
the vessel crane, allowing direct transfer of containers between the two equipments without
chassis or straddle carriers. Provision was made to use the container conveyor between two
yard cranes. This permits fast re-handing of containers from one area to another without
intermediate handling by other manned equipment.
Advantages:
Eliminates traffic interferences in the yard and under the crane

Reduces hoist travel
Improves crane productivity without major redesign in the crane structure
The rubber tyre conveyor can be assigned to different ship-cranes (one at a time)
Disadvantages:
It is an additional equipment and that means additional! purchase and maintenance costs.
It was designed for a special purpose (ship to quay transfer) but is not very efficient in
other terminal activities in comparison with a straddle carrier. Note that a straddle carrier
can be used -not so efficiently though- to do the conveyors job in the quay.
The primary container handler will be the yard crane. It will be matched to a vessel crane for
vessel loading and discharging and, when not working vessels, to a defined area for serving
community truckers. The transtainer is used to service trucks during the times when the yard
crane is working the vessel or during peak periods when additional capacity is needed. It will
operate under the yard crane so that containers handled will be accessible to both.

4.6.2 Internal transport conveyor
The internal transport conveyor is build to shift containers horizontally between the shore side
crane and a stacking crane (e.g. Container system Meeusen Consultants BV, Netherlands).
This internal transport system seems to be similar to the Longitudinal Skid Pallet system and
therefore can be omitted.
4.6.3 Overhead conveyor
The specific design has been developed by Translift GmbH and IFK Karlsruhe but similar con-
veyors have been developed by other designers too.
It consists of an elevated crane way which is capable to carry a number of vehicles / trolleys.
The crane way is designed for straight line and bows. It is also possible to include switches.
The vehicle is composed of a trolley with lifting gear and a telescopic spreader. A distance
measuring system, sensors and a data transmission unit also have to be installed.
It could be possible to consider the type of conveyor as additional internal transport means
even though this kind of designs has not been widely implemented up to now.
Another type of overhead conveyor combines with internal transport conveyors and
transhipment devices to perform all the transport and handling activities on ship side. The
crane way is build to outreach the quay wall to span the ship, which has to be moved in order
to reach all bays for container.
4.7 Bi-directional Rail mounted Shuttle B+
The bi-directional shuttle B+ is an automatic device designed for COMMUTOR.

The purpose is to provide a dynamic storage (or mechanical storage) of boxes. The device
ensures:
Gripping of boxes situated on storage tables from underneath. The gripping and the setting
down is performed by a vertical move of the main platform of the shuttle.
Fast moves of boxes on two perpendicular axes by moves of the main platform of the
shuttle on a network of orthogonal rail tracks.
4.8 Train Movement and Positioning Devices
Train Movement and Positioning Devices assist the train operation in the terminals. The
different concepts available on the market in the moment are:
1. semiautomatic fixed installation:

systems of chains and hooks move wagons or group of wagons

2. automatic fixed installations:

special chariots in the space between rails move groups of wagons or in some cases com-
plete trains
3. remote control locomotives move trains or train sections
4. COMMUTOR train transfer and positioning devices
Main advantages of these systems are:
reduction of investment costs, through simplification of installations (mobile loading

machinery, etc. are rendered unnecessary),
reduction of operating costs, since there is no equipment for skilled labour assigned to
handling operations only,
reduction of maintenance costs, through the use of rugged and sturdy equipment This
equipment is in use over 3000 installations all over the world, in mines, petrochemicals,
metal refineries, steelworks, agricultural co-operatives, cement works, container-
terminals, railway companies.
The main producers of this specific equipment are De Dietrich (France) and Windhoff
(Germany). Remote controlled locomotives are produced by many important companies
specialized in shunting locomotives.
4.8.1 Semiautomatic fixed installations
Chains and hooks move wagons or group of wagons
These systems are used in small installations and can be useful only in case of low quantity of
wagons of groups of wagons. The cost of the equipment is very low. We list some kinds of this
equipment:
SEMI-AUTOMATIC / SIDE CHAIN

Manual fixing of a chain to a hook on the side of the wagon, the chain being pulled by a rope
alongside the track.
SEMI-AUTOMATIC / SIDE CARRIAGE

An electrical motor drive by means of gears a system of ropes; the ropes drives a carriage
which runs on a section member or rail alongside the track. A rigid bar or sling is manually
fixed from this carriage to a hook on the side of the wagon.
(SEMI) AUTOMATIC / BALLAST VEHICLE

An electrical motor drive by means of gears a system of ropes; the ropes drive a two-axle bal-
last vehicle on the main track, which is attached manually or automatically to the main cou-
pling of the wagon.
A not common application is made for the barges. The system is especially designed for the
handling of barges and other vessels alongside quays. The rope drives two carriages along a

section member or rail along the quay, and the hawsers are mutually fixed to the carriages.
4.8.2 Automatic fixed installations

Special chariots in the space between rails move a group of wagons or in some case
complete trains.
The equipment is used in large terminals and shunting yards. The investment and mainte-
nance costs are not very important. The equipment is based on chariots driven by a system of
ropes; the ropes drive a carriage which runs on an auxiliary track inside the main track.
Wagon axles are engaged by trolleys on the carriage activated by remote control.
Electric motors and gears control the movements of the ropes.

Major installations have a lot of equipment of this kind and these are then connected to obtain:
sequences of movements
parallel movements
combinations of movements.
Description of the system (e.g. WINDHOFF system)
The ends of the haulage cable are fixed to a low level carriage, which runs inside the main
track on an auxiliary track, or even in some cases on the rail feet. The carriage is fitted with
retractable arms and rollers, of which the transverse motions of extension and retraction can
be carried out at a predetermined point or by remote control at any location. The rollers
engage the wheels of a wagon axle, so that the haulage force can be applied in either
direction.
All hooking, unhooking and control operations are carried out by remote control, without the
need for personnel along the track at any stage of the marshalling operation.
This arrangement is suitable for repetitive operations, (wagons or complete rakes of 1500 tons
and over), enables precise positioning, passage over a weight-bridge, feeding a rocker, etc.,
and is adaptable to most track gauges in use. It can obviously be included as part of a
complete automation system.
There also is an automatic pusher (pushing only ), which consists of a unidirectional pushing
device acting on the axles of the cars, without the use of hooks.
4.8.3 Traction Robots and Locomotives with Remote Control
Increasingly locos without driver on board are employed; the locos are remote controlled by
an operator on fixed installations.
The weight of the loco can be:

from 15 20 t (for group of wagons)
to 60 90 t (for- heavy trains)
Speed can be very low 2-6 km/h in order to present vehicles to a fixed installation for
loading/unloading and 10+15 km/h for transferring trains in shunting yards.

Different protocols of radio control are in use today and the robot can be equipped with auto-
matic couplings. The cost of these robots is important and comparable with shunting loco-
motives. The main advantage is the possibility of safe-operating without locomotive driver.
4.8.4 COMMUTOR Train Transfer and Positioning Devices
In the TECHNICATOME COMMUTOR process, the whole train must be moved and centered
by means of positioning devices, so that each wagon is positioned in the middle of its span
and right beneath its crane, before automatic handling can begin. One positioning device
every 5 wagons is needed to have the whole train positioned.
Several types and technological solutions have been developed:

hydraulic (jack or motor)
chain or cable drive, with hydraulic winch.
The device commonly used pulls or pushes on a part of the wagon. The positioning system
must comply with the following main requirements:
Automatic operation for the positioning of the whole train, as soon as the train is
initially stopped in a correct range by the locomotive driver.
Security : any risk of interference with the elements of the bogie must be eliminated,
specially when the operation starts after the train stop.
Strength : the device develops a strength in relation with wagon rolling, slope, starting
and acceleration, deceleration and braking, elongation or compression of the wagon
couplings, induced efforts by spreader during automatic handling. That gives an effort
of more than 100 kN per device.
Speed : the devices have a sufficient speed to allow a total positioning time under 3
minutes for the train.
For a train of 750 m length, different kinds of positioning devices can be disposed along the
rail track in order to optimise the investment and operation:
long stroke positioning device at the head of the train

short stroke positioning devices for the other elements between head and rear of the train.
4.8.5 Conclusions
In the modern shunting yards robots on rail and fixed installations can be integrated in order to
transfer and position wagons. The above mentioned systems permit the automation of the
operations on rails and so it is possible to co-ordinate the transhipment system as well as to
integrate these systems in the general organization of automated terminals.
Today only very few container terminals have automation of the movements on rails because
the automation of the terminals is not high (movements on road are not automated, tranship-
ment operations are controlled directly by operators).

In the near future the automatic transhipment will also make the automation of the movements
on road and on rail obligatory. The automatic means of storage will demand the automation of
the movements.

5 STACKING DEVICES
In this functional category we have found the following systems:
1. Portal Crane for Stacking

2. One-Arm Cane (Stack Lifter)
3. High-Rack Handling Device
4. Mechanical Storage
which are described in detail hereafter
5.1 Portal Crane for Stacking
The portal crane for stacking operations is very similar to the one designed for transshipment.
In fact, in most cases the transshipment crane fulfils storage functions.
The semi-gantry crane consists of the following components:
Crane way
Semi Gantry
Trolley with turntable and hoisting machinery
Anti Sway Device,
Telescopic Spreader
Control
5.2 One-Arm Crane (Stack Lifter)
The O & K Stack Lifter is similar to a deck crane of container vessels.

The stack lifter is able to serve all areas in the terminal such as quayside, train and road
separately so while working they are not interfering with one another.
The system's advantages compared with a standard transtainer (container-gantry crane) are
the following:
underground foundation points with minimum loss of stacking space,

energy supply by permanently laid cables with slip ring assembly,
data transmission by slip ring assembly undisturbed by environment,
short travel distances due to compact yard,
practical arrangement of the number of stacks,
high definition angle measuring devices in enclosed spaces,
positioning independent of weather,
integration in the whole terminal control and monitoring system,
automatic positioning system with permanently programmed spots in the stacking area.
(Block, Bay, Row and Tier with two digital each. Loading positions are programmed by
approaching them once by hand then the stack lifter approaches the target position

automatically including lifting and powering the container. Shortly before the spreader
or the container touches down, speed is slowed down automatically in order to avoid
setting the load down too abruptly),
low noise level due to closed machine spaces,
maintenance of small surface, independent of ice and snow, machinery in heated
rooms...
The stack lifter consists of a foundation column, a basic jib, a top jib and a top turntable. The
overall outreach between centre column and hoisting axle is 44.5 m, but other outreaches are
possible. The operators cabin is situated beneath the hoisting gear under the top turntable.
Each stack lifter serves 1255 TEU stacking spaces over the entire range of 5 container-tiers.
On average 36 duty cycles per hour are reached.
5.3 High-Rack Handling Device for Shelf-Store
For the short- and middle term storage of containers, swap-bodies and semi-trailers within the
Fast Handing Terminal a shelf store has been conceived as one possible element of the
KRUPP Fast Handling System.
In order to meat the varying capacity-requirements the shelf store is of modular design and
can be configured according to the demands.
The whole shelf store is composed of an end modul on the left and right side of 16 m length
each and several middle modules. These middle modules are carried out with lengths of 16 m
and 32 m alternatively.
The shelf modules usually have 3 up to 6 floors and 8 up to 16 columns. Due to this modular
concept the capacity meets the requirements and allows an optimal utilisation of the area of
the estate.
In detail the whole Shelf Storage has the following components:
Shelf Store Hall,

Hall for Cross Transport Device (Skid Pallet System),
High Rack Handling Device with Transversal Bridge,
Hoisting Bridge and
Channel Vehicle with
Telescopic Spreader.
For the components the following dimensions and parameters have to be taken into account:
5.3.1 Shelf Store Hall
The configuration of the Shelf Store Hall is influenced by the storage capacity of the specific
location and the area available. The dimensions of all shelves are sufficient for containers and
swap-bodies.
The shelf for the semi-trailers which are situated in the ground floor of the shelf store have the
same dimensions except for their height.

The whole dimensions of the hall of the shelf store arise from the number of rows, floors and
the design of the middle modules. The width of the hall amounts to about 50 m for 12
columns.
The whole hall for the shelf store is a steel construction with wall and t-roof shelter against
weather-influences and in order to reduce noise emission.
High Rack Storage applied for Rail- Road transfer- Cross Section
5.3.2 Hall for Cross Transport Device (Skid / Pallet System)
The Hall for the Cross Transport Device is situated between to Shelf Store Modules.
In these lanes the cross transport of loading units and the vertical transhipment into the shelf
by means of the High Rack Handling Device is carried out.
The High Rack Handling Device is foreseen to serve the shelf with those loading units which
will be transported later. The main function is the transport in vertical direction, whereas the
cross transport is applied more or less by the cross transport device.
This handling device has to span the whole width of the lane and has to have appropriate
guide ways and rails above the last storage floor. Energy supply as well as transmission of
control and regulatory impulses take place via separate electrical transmission units.
The cross transport lane is sheltered in the same way as the shelf store.

5.3.3 High Rack Handling Device with Transversal Bridge
The Transversal Bridge moves on the guide ways and trails described above. This Trans-
versal Bridge is carrying the Hoisting Bridge with the Channel Vehicle and the Telescopic
Spreader. It mainly serves the transport of loading units into the foreseen row of storage.
The Transversal Bridge consists of the following components:

Bridge frame,
Drives, separated and individually operating,
vertical guide ways and rails for the Hoisting Bridge,
Carriage of a ropeway and Rope Drives,
Processing unit
Energy supply and Data transmission units, absolute distance measuring system
Emergency service.
Each Bridge is able to carry two vehicles in order to transfer one consignment normally
composed of two swap bodies accompanied in one shelf. They are connected to the Store
Handling Device by a power and data line.
5.3.3.1.1.1
5.4 Mechanical Storage
Technical solutions for the mechanical storage of loading units of combined transport
(Containers, Swap Bodies and Semi-Trailers) with very large volumes (throughput, cycle time
and weights) have not been seen in the moment. Technologies able to handle cars
(Mechanical Parking Garage) are introduced on the market but have up to now not yet been
developed enough to handle large weights in an economic way.

6 TECHNICAL AND ORGANISATIONAL CONCEPTS
Besides the single elements whole concepts for the transhipment terminals are existing. The
basic ones being:
1. Technicatome COMMUTOR Concept
2. Krupp Fast Handling System
3. Automated Guided Vehicle System and Automated Stacking Cane
4. Cargo 2000 Concept
5. NOELL Fast Transhipment System are described hereafter.
6.1 Technicatome COMMUTOR Concept
The French COMMUTOR concept with its applications are presented hereunder. It contains
the latest stage of the development. For technical details see the Annex.
6.1.1 Introduction
COMMUTOR is a concept for automatic and fast transhipment of loading units between
different modes of transport (and not only a handling device).
It has been developed by TECHINICATOME for combined transport on behalf of the French
Railway Company SNCF. An experimental prototype facility has been built on the test site of
TRAPPES near PARIS in order to test and demonstrate the feasibility of all the technological
components of the system.
The innovation is that for high flow, loading and unloading of boxes is performed fully
automatically and simultaneously on all the wagons of a train during a stopping time of
approximately 15 minutes.
The elements and components of the system can be arranged in many combinations, so as to
meet the requirements of the different kinds of typical terminals.
A COMMUTOR system is essentially composed of:
fast transhipment device, equipped with spreader

train and wagons positioning devices
flat storage, equipped with storage tables
catenary withdrawal device
shuttle wagon and eventually AGV

Commutor Presentation Sketch
6.1.2 Conceptual basis
6.1.2.1 Intermediate Elements
The concept is based on arrangement of intermediate elements between the loading unit
(container or swap body), the rolling stock (wagon or truck) and the spreader, in order:
to allow automatic handling

to lock in position the components
to handle any different loading units with a single spreader (bottom lift technique).
For train application, the intermediate elements take place in corner fittings of the loading unit
and in intermediate housings fixed on the wagon frame. The upper part of the intermediate
element has a ISO pin (or spigot) profile, the lower part locks automatically in the housing.
For truck application, the upper part has a head able to be positively locked on the truck. On
the truck side, the locking is checked and completed by the driver when he picks up a loading
unit. The unlocking is also prepared by him when he delivers one.

6.1.2.2 COMMUTOR Spreader
The COMMUTOR spreader handles the loading unit with the intermediate elements as a
whole.
Once the intermediate elements have been fitted in the right places for the first loading in the
COMMUTOR system, the following moves can be automatically controlled, such as unloading,
reloading on another wagon, reloading a new loading unit on the first wagon, even if this
loading unit is of different size, provided it has been also prepared at its first loading with
intermediate elements.
The COMMUTOR spreader can be adapted to different applications and to the particular
requirements of the logistic chain. The main applications are:
Static COMMUTOR spreader, right with fixed length

Mobile COMMUTOR spreader, telescopic with adjustable length.
For train application, the spreader is generally static. The fixed length corresponds to the
wagon length. The spreader is able to handle all combinations of loading of this wagon (x 20,
x 30, 40 + 20). It is able to handle all the loading unit present on the wagon or only a part for
the loading cases which are splittable in two parts.
For truck application and rail-road terminals, the mobile spreader can be used, the length of
which is adjusted to the length of the loading unit.
6.1.2.3 Transhipment Device
High flow: perpendicular to the rail track
In most applications, COMMUTOR is a fast handling transhipment system.

To ensure high flow, the loading unloading of the train is simultaneous (not sequential) on rail
wagons. Transfer of loading units (container or swap-body) is made perpendicular to the rail
track by an unidirectional bridge.
Shuttles are used if additional transfer parallel to the rail track is necessary.
Lower flow or others : parallel to the rail track
For other applications at lower flow, the transhipment device is a bi-directional rolling gantry
crane (or also semi gantry crane). The move parallel to the rail track of this device allows to
transfer boxes in all directions within the crane's area.

6.1.2.4 Design Option
To summarise the above presentation, the COMMUTOR Concept relies on arrangement of

intermediate elements.
Then the components of the system can be combined each with each other in several ways
so as to meet at best the particular requirements of the terminal according to the design
option:
spreader, static or mobile,

transhipment equipment, composed of unidirectional bridges perpendicular to the rail track
for high flow, or composed of bi-directional rolling gantry cane.
6.1.3 Different applications of the COMMUTOR Concept
Several applications of this COMMUTOR concept have been developed by TECHNICATOME:
rail-rail terminals: Mega Hub or sequential Hub for High flow shunting yards with transfer
equipment perpendicular to the rail track.
rail-road terminals: Loading-unloading yard on one rail line (whistle-stop) in connection with
road, and with variable flow or end of line terminal.
The COMMUTOR terminal is composed of identical modules settled along a rail track.
For high flow application (transfer perpendicular to the rail track), each module is a span
corresponding to a wagon and is served by a transhipment equipment. The COMMUTOR
Concept leads then for this application to a standardised wagon with the same length.
Each wagon is positioned in the middle of its span with a positioning system for the whole
train.
In front of each wagon, there is a transhipment equipment which is an overhead transfer crane
(unidirectional transporter bridge or traverse bridge) with a spreader.
For Iower flow, the terminal is quite different and the transhipment equipment is a rolling
gantry crane (or portal gantry crane) on rails, parallel to the rail track (and/or truck lanes).

6.2 KRUPP Fast Handling System
The Fast Handling System for Intermodal Transport developed by KRUPP FORDERTECHNIK
GMBH allows the unloading and reloading of flat wagons while passing through the
transhipment area. Announced loading units of common shape and sizes are checked with
respect to identity and location in a so called pre-zone of the plant. Being automatically
transhipped by Fast Handling Devices a cross conveying equipment transfers the loading
units either directly to the roadside or to into a Compact or High Rack Store. Rail side handling
operation and internal transport are carried out automatically, transhipment to trucks is
operated manually in the last phase in order to avoid an overlapping of manual (truck driver)
and automated operated areas.
The KRUPP Fast Handing System is designed modular:
The small size configuration consists of only one Fast Handling Device which directly
transfers the loading units between train and truck. An intermediate buffer can be foreseen
to transfer small volumes with selective access to the consignments.
Different sizes are configured to show daily throughputs between 300 and 1200 or 1600
loading units, alternatively in Compact or High Rack System Application.
One configuration with a number of Fast Handling Devices and cross conveying equip-
ment allows a fast Rail - Rail Connection which is required for hub stations.
Other requirements can be met by arranging the different elements according to local
demand.
The KRUPP Fast Handling System is composed of the following elements:
Identification System
Transhipment Area
Movement of the train through the plant
Conveying and Storage Technology
System Control
Civil Engineering
Production Forms
6.2.1 Identification System

In the pre-zone - train entrance - the identity of the loading units is checked and the location of
the grappler points, which are dependent on the type of loading unit, are registered by a
special optical and laser based technology. Neither wagon nor loading units have to be
adapted concerning identification and measurement.
6.2.2 Transhipment Area

The transhipment device consists of crane way, crane bridge, trolley and lifting gear with
telescopic spreader and can move in the whole length of the transhipment area. The spreader

is adjustable to container lengths between 20 and 49, swap bodies between 7.15 and 13.6 m
and semi-trailers. Due to the small cycles and the configuration of the device the handling time
of one transhipment is very fast. The transhipment of loading units is carried out automatically
in order to reach a high performance of transhipment and in order to meet the requirements of
a continuous and error free transhipment of loading units.
6.2.3 Movement of the train through the plant

Conveying of the train through the transhipment area is done by a radio controlled shunting
engine or a special robot with high accuracy. By this all wagon and all loading units are
passing the transhipment area and can be handled selectively. The total installation is there-
fore very compact. The automatical transhipment takes place at a slowly moving train.
Considering the configuration of loading units to be transhipped, the central processing unit
(CPU) calculates the optimal velocity between 0.1 and 1.4 mIs. The velocity has to be reached
by the train pushing device for both directions with high accuracy and constancy.
6.2.4 Conveying and Storage Technology

For terminals of medium and large transhipment and storage requirement a stacking and
conveying technology is foreseen, consisting of cross conveyors - working perpendicular to
the rail track as well as a Compact- or High Rack Storage System. The cross conveying
equipment is operated between rail and road-side of the terminal and serves the internal
transport, buffering and placing at disposal. An optional High Rack Module consists of two 16
modules, a cross conveying aisle including conveying equipment and a High Rack Storage
Device consisting of gantry and channelling vehicles. The modular concept enables the
storage and handling capacities to be easily adapted to the requirements of various sites or
different demand resulting from the throughput by varying the number of aisles and of rows or
levels of the rack. Compact Storage Layouts are composed of Automated Stacking Cranes
instead of High Rack Systems.
6.2.5 System Control

The overall system control is of modular design and subdivided in two levels, which process
data of different levels. The central processing level is for administers the material and
information flow of the whole plant, e.g. identification, follow-up of consignment, disposition of
trucks and other. The 2nd level carries out the actuation and location control of subsystems
like Fast Handling Devices, High Rack Storage Device and Cross Conveying Equipment).
High operational reliability of the overall system to obtain high availability is reached by
system control with permanent data security and redundant devices.
6.2.6 Civil Engineering

Compared to conventional transhipment terminals with trains remaining in the terminal the
whole day the KRUPP Fast Handling System supports the multiple utilisation of trains re-
sulting in small area required.
The plant can be sheltered in order to avoid noise emission; soil protection when transhipping
hazardous goods is reached by a design with a through floor.

6.2.7 Production Forms

The operating form in use today can be controlled by the KRUPP Fast Handling System. In
order to open up new market segments and give better service to existing ones, other or
supplementary production formats in combined transport should be aimed at. For example the
liner train and direct train can be optimally processed by the KRUPP Fast Handling System
with multiple use of rolling stock per day (shuttle train). The new production forms mean better
use of rolling stock, reduction of shunting expenditure and a reduction of additional capacities
in stapling zones. This allows higher economic efficiency of the transport chain to be
achieved.

6.3 Automated Guided Vehicle System and Automated Stacking Crane
6.3.1 Introduction
The container stevedoring company ECT is handling more than 1.5 million containers per year
for a variety of shipping liners. The volume is handled mainly on 2 locations being the Home
and Delta terminal, both situated in Rotterdam.
Presently ECT is expanding its Delta terminal location with the Delta / Sea-Land Terminal,
following the contract signed with Sea-Land in April 1988, to develop and build a dedicated
Europe Hub terminal and to operate this facility up to 2013.
Specially for this purpose the MSS (Majority Sea to Sea) terminal concept has been
developed, for which the conceptual studies date from 1983. The presently chosen concept
dates from June 1986. Globally the project itself has been divided in 3 phases being prototype
stage, pilot plan and operational phase. The project is ready since the beginning of 1993.
6.3.2 MSS Concept
Due to the need for operational cost reduction, it was necessary to develop a completely
unmanned stacking and quay transportation system as 60% of the operational costs are
formed by labour costs. Ship and truck loading will remain manned operations as presently in
use.
During the conceptual stages several alternative systems were studied, such as rail-type
transportation systems, monorail systems, overhead conveyor systems, roller bed type
conveyor systems and AGVs, in combination with different stacking equipment such as high
bay warehousing, straddle carriers and different stacking crane types.
Four different systems have been simulated by means of computer simulation models, on
stacking quay crane and landside production capacities.
So far, a lot of attention has been paid to upgrade quay crane productivity by speeding up the
quay crane capacity. For large scale terminal operations though, it seems it is not the quay
crane itself that forms the limiting element but that the production capacity of the stack, both
landside and waterside, is the bottle neck element. Therefore the stack has been the primary
development element for the Delta Sea-Land Terminal.
Due to developments towards different container lengths it seemed profitable to use a length
type of stacking as presently used in the ASC stacks (Automated Stacking Crane). This
enables stacking of different container types without wasting too much space. Besides that
this type of stacking crane can be very well optimised in terms of balance between stacking
capacity and productivity rate simply by adapting the stacking width (presently 6 wide).
Another major advantage of this type of stacking is that the terminal can easily be adapted by
using more or less cranes in case of varying demands in stacking capacity due to an
increasing volume or changing of dwell times thus giving enormous expansion flexibility.
The transportation between the ASCs and the 8 quay cranes creates more difficulties. Train

type systems like the ECT/Multi trailer system are difficult to use in combination with the
ASCs as well as monorail systems. Bearing in mind the necessity for automated operation,
the only real alternatives are roller-bed conveyor systems (using trays) and AGVs. Both
systems have been developed, designed, simulated and evaluated and both systems are able
to cope with the productivity demands. However the AGV system was preferable in terms of
operational flexibility, space usage and redundancy. Especially the fixed obstacles on the
quay area in case of a rollerbed system did not seem attractive. Last but not least the AGV
system was calculated Io have half the operational costs of the roller-bed conveyor system.
The disadvantage of AGVs was that there was no experience in comparable applications and
environment so development was a necessity.
6.3.3 Navigation
The conventional wire guidance, as already in use for more than 15 years in industry, would
not satisfy the demands for routing flexibility as defined by the Delta Sea-Land Terminal
project. In this project 25 ASCs with 4 transfer points each and 8 quay cranes, with variable
positions along the 1000 m quay wall, should be connected. For this purpose a great number
of highways was needed, defined by means of simulation models. To achieve an efficient use,
the AGVs in the system are not assigned to a quay crane.
Solving the routing problem by means of conventional wire guidance would have lead to a
fairly complex layout making use of many different frequencies for selection of the route to be
taken.
Free navigation gives more flexibility but was not available as a product. Several altneratives
are investigated, such as:
laser guidance: direct sight causes difficulties by other vehicles and cranes as well as
pollution of reflectors and laser sensors
satellite navigation: not sufficiently accurate (about 1 m instead of 1 cm)
vision systems: pollution and snow problems
Several systems could not be applied simply because of the constraints of the outside
environment and rough conditions at the Delta terminal: temperatures between -20 and +40
degrees, rain, snow, fog, ice, sand, salt, wind speeds up Io 12 beau fort, dust, coal and
sulphur of neighbouring coal and ore stevedores and a coal power plant. Also the typical
container terminal operations with its heavy loads, shocks and vibrations cause difficulties for
several systems. Due to load differences all sensors applied should be height independent
and work on a minimum distance of 25 cm from floor level. Also the floor itself has its
limitations with regard to navigational provisions. The AGV area is block paved with concrete
stabilisation. Other paving are not capable to resist the load or are too expensive.
Grid navigation in combination with odometry (calculating the travelled path by pulse and
direction-counters on wheels) offers a good solution for this 2 dimensional navigation problem
with its routes mainly parallel and perpendicular to the quay wall. This type of navigation is
based principally on odometry for continuously updating the position whereas the grid is used
to give absolute position indication and for correction of pulse-counter information (expert
system).
Three grid types seem possible and were investigated:

point grid based on passive transponder labels both for identification and calibration

active line grid: line grid of inductive wires in two directions (parallel and perpendicular to
the quay wall)
passive line grid: line grid of metal strips placed on the floor in combination with a metal
detection type antenna.
Trials were made with all type of grids and sensors on a prototype AGV with the different navi-
gation systems. Trials started in November 88 when the final prototype arrived. In the begin-
ning of 1990 a choice was made for the active line grid.
The active line grid was preferred for the following reasons:
navigation reliability was showing the best results, although driving with all systems
was possible;
due to the high route density, the selectivity of different frequencies was a major
advantage compared with the passive line grid;
costs of sensors and grid of the 3 systems are comparable when installing a new
terminal
there were no wire cuts during the test period
For safety reasons the transponder labels are also used in the active line grid to give absolute
position identification.
The navigation system itself was developed in close co-operation with FROG systems.
6.3.4 Intelligence: System Concept
The division of tasks and intelligence between the AGV and the Process Control System
(PCS) is one of the strategic choices to be made. Due to the fact that surrounding scanning
and obstacle detection in outside environments was still under development and was not
available as a product, the choice was made to make traffic regulation independent of this
type of sensors. This implies traffic regulation in PCS by AGVs reporting their position and a
type of claiming and blocking system. This also implies that the route should be known by
PCS anyhow, which makes route planning in PCS a logical step with regard to communica-
tion. The possibilities to prevent deadlocks are expected to be better in a centrally guided sys-
tem. This argument goes specially for systems with more AGVs and lots of route crossings
like in the Delta Sea-Land Terminal. Therefore route information is reported to the AGVs and
translated into detailed routing instructions on the AGV itself and carried out.
6.3.5 Vehicle Concept
The main goal has been to develop an AGV as simple as possible, with a minimum number of
functions and components to achieve the highest possible reliability with low maintenance
cost against the lowest investment. Due to the need for using odometry, the usage of maxi-
mum 4 wheels was predefined (3 would be ideal for this purpose). Furthermore only well
proven components are taken from the automotive industry like the diesel engine, standard
axles, brakes, batteries pumps and meters. All serve systems are hydraulic: drive line, stee-
ring and braking. The functioning of the vehicle is fully independent of the load. The vehicle is
provided with an automatic lubrication system and with automatic oil refilling equipment. The
AGV was developed in dose co-operation with Mannesmann Demag Gottwald, who has been
the manufacturer of all vehicles.

The main characteristics are listed below:
length over bumpers 17.50 m

width 2.80 m
height load area 1.50 m
wheel base 9.00m
vehicle weight 14 tons
maximum load 40 tons
carrying capacity 20 40 45 (49 optional)
turning radius 9.00 m
max. driving speed 3.5 m/s
acceleration deceleration 0.5 m/s2
positioning accuracy +1-30 mm
6.3.6 Safety Provisions
Several provisions have been made (both hard - and software) to provide a safe and accurate
functioning of the AGV, like the watchdog system, the hard wired emergency circuit, the
bumpers and the obstacle sensors.
The watchdog function in the vehicle takes care of constantly controlling the technical status
of the vehicle such as oil levels, temperatures, tyre pressures and functioning of all sub-
systems. Also the functioning of the navigation is checked, such as driving and steering
accuracy, route deviations and positioning accuracy. In the case of errors there are different
levels of watchdog alarms, globally to be divided into red, yellow and green: In the case of red
alarm the vehicle stops itself immediately and has to be removed if resetting is not possible.
When a yellow alarm occurs, the vehicle will continue but PCS will send the AGV to the
maintenance garage as soon as possible. The green alarm is informative only and is used for
preventive maintenance.
The vehicles are provided with an hardwired emergency-stop circuit which will directly stop the
vehicle without navigation system interference in serious emergency cases such as navigation
system breakdown, power failure or bumper touch. The hardwired emergency circuit will
directly activate the brakes (fail safe) and switch off the engine and drive line.
The vehicles are provided with bumpers on front and rear ends which will directly switch off
the vehicle in case of hitting an obstacle. Bumpers form the final navigation safety of the AGV.
The front and rear ends of the vehicles are provided with intelligent infrared obstacle sensors.
Depending on the type of movement of the vehicle, different waning zones can be selected by
the navigation system. For instance when entering the ASC transfer point, the AGV will never
see the guide rails at the end although it will always detect an obstacle 1 mt. in front of it.
When an obstacle is in the outer warning zone the vehicle will slow down. An obstacle in the
inner zone will cause an emergency stop.

6.3.7 Reliability
Although the AGV concept implies redundancy on its own, the logistical disturbances by mal-
functioning of AGVs are unacceptable in case of insufficient reliability. Calculations show that
with 50 AGVs operational and an MTTF (mean time to fail) of 50 hours gives one AGV
breakdown per operational hour. The minimum MTTF level to achieve therefore is 150 hours,
which is already ten times better than straddle carriers nowadays.
Reliability engineering however cannot really start before software reaches a certain level of
functioning and stability. The pilot plant stage with 8 AGVs has been an absolute necessity for
this purpose. Within nine months all vehicles had made about 3000 running hours (some
200.000 km compared to road trucks) which resulted in 500 problem reports, 60 adaptation in
vehicle components and hardware configuration and numerous software adaptations. Four
seasons of testing is a must to find all specific winter and summer problems. The presently
functioning 4th generations ECT-AGVs are giving satisfactory results in terms of reliability.
6.3.8 Maintainability
As a reliability is a result of a good product and sufficient maintenance, much attention is paid
to the maintainability of the AGVs. On this point, the pilot plant has created a smooth
introduction from project to maintenance and operational organisation. By incorporating
maintenance people in the project, there has been a direct feedback to engineers about the
needs for maintaining a complex system. This has lead to adaptations with regard to main-
tainability such as: hardware configuration, lead indications, error diagnostics and documen-
tation. A very useful tool is a black box type recording on the AGV. This provides a continu-
ous logging of all main data within the navigation system which will give detailed information of
about the last 10 minutes driving of the vehicle before a red alarm occurs (vehicle stop). This
information can be uploaded into a special log file analysis program which visualizes the latest
movements of the AGV with all relevant information.
Furthermore PCS provides maintenance with historical data about informational (green),
prewarnig (yellow) and end warning (red) alarms to enable preventive maintenance.
The maintenance area is equipped with a separate area and PCS-like tools to test vehicles
after maintenance.
6.3.9 Future
Future trends most probably will go towards more autonomous navigation techniques, enab-
ling the flexible use of AGVs, also on existing facilities, without installing complex infrastructu-
ral provisions. Developments in perception techniques and surrounding scanning enable the
vehicle to run in areas among other traffic. The combination allows the flexible use of large
amounts of vehicles without using rather complex and expensive traffic regulation systems
and deadlock preventing techniques. This also allows a higher traffic density and therefore a
more efficient use of space.
New navigation techniques should be even more reliable making use of less components to
substantially improve the over all reliability of the AGVs. The same goes for the driving and
steering systems. New and reliable sensing techniques in general will create new possibilities

for terminal automation, as the sensing techniques, available at the time of development of the
MSS system, have in principle defined how a conceptual design could be entered into a wor-
king system. Future trend will be, without doubt, the use of more and more AGVs on contai-
ner terminals, especially the large scale and new to build facilities, although also existing
facilities with straddle carrier and RTG operations can speed up production substantially by
making use of an AGV system.
6.4 CARGO 2000 CONCEPT
The German CARGO 2000 concept consists of the following components:
Loading unit with intelligent interfaces fulfilling the market demands

Liner train system without marshalling on the main run
Truck collection and delivery on pre and post run
Automated transhipment
System-wide information technology
According to the study it is a concept for the DB in order to participate the growing partial -
load market.
The main contents are:
Potential determination
Conception of loading unit, truck, wagon and transfer stations
Information and control system
Variation of the network including scenarios for terminal locations
Concepts for:
main run vs. rail transport
pre and post run vs. road transport
Efficiency Analysis
The Network Study took the number, type, location and performance of terminal types,
number and composition of trains and lines, velocities and operation times of trains and the
cost relevant operation data into account.
A so called Iinked liner-train-system with interconnections between lines in transfer stations

was the best result for the train operation system covering the old Federal States of Germany.
The Loading Unit Concept deals with the following advantages:
New middle-sized box equal to kernel of the system

Filling in the gap between pallet and swap body
Standardized interfaces
Handling with current equipment in the clients facilities
Flexible interior according to customers demands
Possible integration with production process beyond the ramp.

Transfer Station Technology can be described by the following items:
Unloading and loading of trucks

Inter-medium storage
Transhipment to rail
Different types according to localisation:
feeder
head
net / node
7 grades of performance
from 1.200 t / d single track
to 2.700 t / d four-track plant
The Logistik-Box Project is one result of the previous studies. The next picture is showing
the Logistik-Box transport system:
Logistik-Box Transport system

The Logistik-Box Project was the market introduction in order to test the acceptance and
support of other basic system decisions. Therefore the compatibility to existing technologies of
the classical Combined Transport via a frame comparable to a cut-off swap-body has been
considered.
Four steps are necessary:

long distance rail traffic with boxes on frames
transhipment in conventional terminals
transport to the hubs by conventional trucks
in the hubs rearrangement of the boxes by 10 tons fork lifters
The following criteria have influenced the logistic box and show how the dimensions of the
Logistic-box have been found:
Requirements of the market

Compatibility to frame adopted to swap-body dimensions (7.15, 7.45, 7.82 m)
Locked by a central locking unit
3 principle modules are possible:

External Box Dimension Capacity for Euro Pallets (1.2x0.8 m) Adaptable for Swap-Body
[m] Industry Pallets (1.2 x 1.0 m) [m]
1.7 x 2.5 4 7.15
2.1 x 2.5 5/4 not well fitting
2.5 x 2.5 6 7.82
Taking into account the EEC directive on truck length for trailer trains the 7.15 m swap-body
will be the common unit in the future. It is able to cover: 4 x Log-4 or 2 x Log-6 + 1 x Log 4.
If the 7.82 swap body (possible on trailer-trains with short coupling) will arrive there is an
option for 3 x Log 6 boxes.
The main dimensions of the Log-4 and Log-6 Box are:

At present there are 300 Boxes and 90 frames in test operation in the DB net.

The main outfit and operation advantages are according to the study:
Two side roller door with possibility of through-loading

Four side pockets for fork-lifter arms
Stacking two high
Flexible interior
The means of transport and the boxes fit into the maximum dimensions fixed in the European
Highway Code.
Taking into account the presented parameters one can summarize that Charge 2000 - Boxes
are middle sized bodies closing the gap between pallets and containers.
For testing the market acceptance the boxes are locked onto a frame, which can be handled
by terminal equipment and trucks similar to a swap body. It was decided to take the loaded
frame into account.

6.5 NOELL FAST TRANSHIPMENT SYSTEM
The NOELL fast transhipment system is essentially composed of a high bay warehouse and
of one or more machines called S/R machines: Storage and Retrieval machines.
The train or the truck run directly into the high bay warehouse designed as loading tracks. The
S/R machine is a rolling gantry crane and travel above the train or truck: it loads or unloads
the boxes and stores the boxes in the high rack storage disposed on both sides of the loading
track.
The S/R machine is equipped with a gripper/spreader combination, able of lateral telescoping
and rotating in order to handle the boxes on the loading track and on the storage places,
which are lateral and stacked.
The control of the S / R machine is semi-automatic. It could be fully automatic by means of
appropriate sensor technology.
NOELL S / R Machine

7 TERMINAL AND TERMINAL NODE CONCEPTS IN EUROPE
7.1 RAIL TERMINAL CONCEPTS
7.1.1 Noell Megahub
Goal containers, swap bodies and trailers can be transhipped between trains and
between train and truck
the mega-hub is a substitute for shunting yards for combined transport
aim is to reduce transhipment costs (by about a half) by having the multiple use
of terminals
Feature train to train transhipments and internal operations can be carried out by 7 semi-
automated gantry cranes trucks are (un)loaded manually
the hub has 2 lanes for trucks, 1 for short term storage, 3 tracks for trains, 4
lanes for internal transport, 3 tracks for trains, and two lanes for short term
storage the gantry cranes move parallel to the tracks and lanes
hub and spoke operations occur at night at other times the terminal is used for
train truck transhipments
a transhipment takes about a minute
Status a pilot has been built at the Eurokai sea container terminal in Hamburg
financing underway
7.1.2 Commutor
Goal based on the idea that a nodal point in a hub network could consist of
a quick transfer yard of loading units using automated handling
devices instead of an efficient shunting yard for wagons
aim is to reduce transhipment costs
Features up to 60 trains can be handled every night
trains are not kept in the yard longer than 1,5 hours
there are 9 to 12 parallel tracks (one track per train plus an extra for
flexibility)
load units are handled by a catenary cable hanging over each track
as soon as the train stops it is automatically positioned on the tracks
units are loaded onto the train in a pre-defined order
all of the equipment is automatic controlled by a central computer
specially designed wagons are required
Status pilot experiment most likely site if implemented is Noisy in the Paris
area
problems are need for new wagons (existing ones are already
amortised), competing automatic wagon coupling system, too
expensive and lack of sufficient traffic

7.1.3 Krupp Fast Handling System
Goal a fully automated and robotised modular terminal concept quick

transhipment handling is the main issue
Feature trains can be (un)loaded while moving
one train can be handled at a time
equipment includes transhipment devices (a spreader which is moved
up and down by a telescopic arm and an overhead crane), a cross
conveyor, high-rack storage, compact storage (with a diesel robot train
to push the train)
Status pilot project in Duisburg further R&D through SIMET and IMPULSE
projects
7.1.4 Transmann Handling Machine
Goal developed for the fast and cheaper transhipment of containers and
swap bodies (no trailers) between train and truck or between trains
Feature the TRANSMANN handling machine (an overhead crane with a rotary
device which rotates a telescopic arm having a spreader) can be built
in different sizes according to the number of tracks served
it allows electric trains to move through the terminal under their own
power
handles 20 to 45 containers and swap bodies with a weight up to 41
tonnes
it runs between the railway tracks and truck lanes all operations are
semi or fully automatic
designed to handle line trains but can handle direct trains as well
Status pilot installation in Wetter
7.1.5 Noell Fast Transhipment Terminal (SUT)
Goal designed for fully and semi-automated and robotised rail-rail and rail-
road transhipment of containers, swap bodies and semi-trailers
meets the demand for faster transhipment
Feature short train delays due to creating buffer area next to each wagon,
direct access to each buffer area (load units are in the buffer sections
rather than stacks), and having transhipment equipment in the buffer
rather than the truck/train
the concept has two main units: a high bay storage for containers,
swap bodies and semi-trailers and the storage and retrieval machines
trains move through the terminal without powering or decelerating, the
machine lifts the load from the train and deposits it in the high bay
storage the terminal operates most efficiently with sequential
transhipments of the same lane or between two adjacent lanes
transhipment cycle is over 2,5 minutes
Status

7.1.6 CCT Plus

Goal capability of handling loading units over overhead wires and minimising
the cost of a quick transfer
create a shift in goods traffic from road to rail by introducing a fast,
cheap and reliable service
Feature trains run fixed routes at fixed timetables and transfers would be
undertaken from one train to another in shared terminals
horizontal handling under the overhead wires, no coupling of wagons,
high utilisation rate of operating units, few personnel and little space
requirements
the CCT transferring unit is a wagon with a telescopic boom which
transfers the loading unit
Status approaching pilot stage still far from operational
7.1.7 RoadRailer
Goal complex operations of the vertical transhipment of a load unit are
avoided
an innovative technology enabling fast, reliable and low cost door-to-
door services of load units
expected to reduce the inventory level and storage time of the actual
shipments due to faster transport cycles
Feature a bi-modal semi-trailer transport process the semi-trailer can be
used as a railway wagon the semi-trailer can be simply transferred
between road and rail in the horizontal plane (special bogies are
required)
maximum weight of each RoadRailer is 28 tonnes
train can consist of a maximum of 38 semi-trailers
Status system started operation in 1995 along a corridor between Italy and
Germany
system is suitable primarily for high density routes
7.1.8 Compact Terminal Tuchschmid

Goal offer new transhipment opportunities for intermodal transport
Feature a rail-rail and rail-road intermodal freight terminal
a new-generation concept with four modules: transhipment (crane,
automatic identification of trains, loading area and a buffer area),
intermediate storage (space for load units waiting to be picked up),
road (transhipment of load units from the intermediate storage area to
trucks) and distribution/forwarding
the crane unit consists of one or two cranes which run on a steel frame
above the (un)loading and buffer area
4 sizes of COMPACT TERMINALS depending on the number of rail
tracks, road lanes, buffer lanes, and if it has a storage module or
forwarding module
Status about 6 projects which are in final stage of implementation

7.1.9 Gateway Terminal HUPAC

Goal located north-west of Milan, it is a main hub terminal for simultaneous
and/or sequential (un)loading of containers, swap-bodies and semi-
trailers road-rail and rail-rail
aim to increase throughput, reduce transhipment time and improve
reliability and regularity of transport services
Feature semi-mobile rail mounted gantry crane used for (un)loading covers
5 rail tracks and 4 road lanes
new type of flat wagon with a lower loading height to support flexibility
and benefit from economies of scale
capacity of terminal is about 20 shuttle trains a day (= 1000 loading
units a day) each train is about 20-22 wagons
Status in operation and future development depends on shuttle train service
through the Alps and preservation of 40-ton limit on truck traffic (44
tons would weaken the economic attractiveness)
7.1.10 Lttkombi Terminal

Goal meant for containers and swap bodies that are transferred between
road-rail in simple terminals introduce a new fast, cheap and reliable
service
Feature small-scale combined transport concept
no buildings or employees terminal area is paved with camera
security
loading takes place by a special side loader running along with the
train handling takes place under the overhead wires
requires an info centre with on-line connection with the trains
trucks require hydraulics for swap bodies or a lifting device for
containers
visit to the terminal takes 5-15 minutes
low set-up costs
Status pilot is planned in southern Sweden
7.1.11 Train Coupling Sharing/Cargo Sprinter

Goal small innovative train (about 5 wagons each able to load 2
containers or swap bodies) that use infrastructure efficiently
Feature coupling, splitting and (un)locking ease
can run as a shuttle train or form part of other production systems and
bundling concepts
load units can be exchanged by vertical transhipment (at initial and
final terminals) and by exchanging Cargo Sprinters (i.e. wagon groups)
at train junctions
can be continuously adjusted to freight volumes
Status being tested by DB and first commercial application is under
preparation
pilot shuttle connection between Frankfurt/Main and Zrich airports
electric powering is an option, robot driving can be introduced

7.1.12 North East Terminal Paris
Goal provide sufficient terminal capacity in the future for combined transport
in the Paris region
Feature conventional technology the terminal includes tracks, gantry cranes,
parking area for trailers, stocking area, locomotive garage,
maintenance workshop etc
possible to handle all swap bodies and containers without moving or
reshuffling trains and shunting wagons width under crane allows 3
tracks expect to unload 3 trains in about 2 h 15
Status building to begin 1999/2000 first gantry to be operational by 2002
7.1.13 Irun and Portbou Terminal
Goal to solve (at least partially) the problem of different gauge tracks over
the French and Spanish networks which impeded the development of
combined transport in the Iberian Peninsula
two terminals at the French border to increase capacity need to
increase the number of gantry cranes per track or to implement a
compact high performance terminal concept
Feature new infrastructure in Irun will have 3 tracks of French gauge and 3
tracks of Spanish gauge
two new gantry cranes will operate over the 6 tracks
Status in service in 1997?
7.1.14 Rail Terminal Maasviakte
Goal need to expand Rotterdam Maasvlakte

Feature a second and larger terminal is planned the existing terminal will
handle dedicated shuttles while the new terminal will handle multiform
shuttles
will begin as a conventional rail terminal equipment has been
designed for possible automation in the future (AGVs in the future)
at the new terminal containers are sorted in order to fill one destination
multi-trailers or trains
6 trains are loaded or unloaded simultaneously
Status planned for 2000

7.2 BARGE TERMINAL CONCEPTS
7.2.1 Barge Express (BEX)
Goal BEX is an integrated concept for large scale barge container transport
aim is to reduce cost of sailing and handling by exploiting economies-
of-scale by increasing the scale of operation and introducing
automated handling at barge terminals
Feature concept presumes that the main barge terminals will be equipped with
a terminal facility for automated transhipment
the largest possible vessels (i.e. push boat/barge combinations) are
chosen and are equipped with cell guides
apply new generation technology computers, automated quayside
cranes, AGVs and automated stacking cranes
two organisational principles for the automated terminals: active (the
terminal operator determines the sequence of containers to be picked
up) and passive (loading is a sequential process the terminal
operator does not control external transport)
daily service is desirable requiring two push boats and four barges
(Rotterdam - Duisburg route)
Status concept is technically and economically feasible
target market are point-to-point transport on routes with large transport
volumes
7.2.2 Rollerbarge
Goal terminal facility for horizontal transhipment of containers and swap

bodies between rail or road transport and barge vessels
aim is to reduce transhipment costs and time
Feature landside operation
a block of pre stacked containers will be rolled in one move from the
quay onto a hydraulic platform which is part of the barge it will then
be lowered to storage deck level the containers will then roll
horizontally to their final stowage position on board
handling capacity is 100-120 container units/h offering significant time
advantages over existing systems
in order to be able to operate the system, conventional vessels have to
be adapted or a new type of vessel is required
Status conceptual stage
aimed at offering point-to-point services

7.2.3 Self unloading Vessels
Goal try to penetrate small flow and short distance market

based on the idea of ships able to load and unload themselves
Feature 3 alternative concepts: ro-ro based (containers are driven aboard and
a crane positions them), bow transhipment (a crane on board handles
the containers at the quay along the bow) and sideways
transhipment (crane aboard puts containers sideways at the quay)
Status sideways transhipment looks the most promising due to its wide
application possibilities
a pilot project is needed to determine feasibility

7.3 RO-RO TERMINAL CONCEPTS
7.3.1 FlexiWaggon
Goal make trains more accessible to road vehicles

can create new services such as rapid transfer of trucks through
congested areas
Feature special low floor wagon which enables vehicles to enter/exit the train
without the help of lifting equipment or a terminal
loading of a vehicle takes less than 5 min
terminal can be any flat area beside the rail track no external
handling equipment is required
Status approaching pilot stage
best in links where there are steady flows
should be able to carry maximum size trucks with trailers
7.3.2 G 2000 Ro-Ro
Goal develop a wagon for fast combined transport train this will reduce the
number of terminals which are expensive
Feature road vehicles can enter/exit without external installations
wagon is a new generation equipment but handling is manual
Status no prototype yet
should be able to carry maximum size trucks with trailers
7.3.3 Shwople Train
Goal this concept for (un)loading trains designed to address the rapid
turnaround of large train ferries that is required in ports that operate ro-
ro ferries
impact on bundling policies for both road and rail
Feature there is a bogie wagon, terminal (single track with a platform on either
side) and pop-up mechanisms (to engage the underside of the wagon)
fast train turnaround (30 semi-trailers in a few minutes)
significant investment required at the terminals
Status prototype required
7.3.4 Shwople Barge
Goal this concept for loading and unloading trains designed to address the
road-inland waterway (un)loading
Feature specialised equipment (ro-ro link span) required at the terminals
wide catamaran construction of the shipping vessel accommodates
semi-trailers
Status ?

7.4 SEA TERMINAL CONCEPTS
7.4.1 Container Pallet Transfer (CPT) System
Goal shorten port time for line traffic (especially fast vehicles)
Feature CPT developed to load and discharge fast going container cargo
vessels
containers are positioned upon a mega pallet and locked to it as well
as each other
pallet may carry up to 20 containers with a total weight up to 400 tons
handling capacity of loading units up to 900 TEU per hour
CPT is shore based conventional ro-ro handling onboard
pallets are transferred from the quay to the vessels by transfer trolleys
(diesel electric driven requiring rails on the quay and vessel)
Status not implemented but under constant development
7.4.2 Thamesport
Goal Container handling port next to Thames Estuary and 56 km from

London
Long term goal to produce a fully automated, unmanned, system for
(un)loading cargo
Feature Rail service to and from port operated by Freightliner scheduled
intermodal service within UK large number of feeder services linking
to other UK ports and European operations acts as an alternative to
Rotterdam as a European transhipment port
Currently 2 trains per day but capacity for 8
Port extensively automated 5 high speed ship to shore gantry
cranes (each with a capacity under the spreader of 40 tonnes and a
reach of 16 containers across) been involved in development of a
prototype AGV but not yet in main operation 14 automated stacking
cranes reception and delivery of containers is driverless
Port has direct access to deep sea shipping routes
Vehicle turnaround 40 45 min
Status Operation began in 1990 and now the fastest growing container port
in Europe
Current capacity 450000 TEU and expanding to 600000

7.4.3 Coaster Express (CoEx)
Goal Shortsea transport concept directed to bundling transport flows,

scaling-up the short sea facilities and standardisation and automation
of the transition processes
Feature Coastal service supported by robotisation and automation with
specially designed container coasters
Similar to Barge Express 2 types of COEx terminals: active (terminal
operator activates the external transport) and passive (terminal
operator has no control over external transport and thus a stacking
facility is required)
2 transition units operate simultaneously: one loading and another
unloading
A standard type of coaster is suggested can be circulated and may
reduce the number of ships required to maintain the sailing schedule
Complete loading and unloading cycle takes 6 h 24 min
Status Logistic concept with a basic design
Market, technology, economy and organisation need to be addressed
as part of a R&D programme
7.4.4 Train Loader
Goal Shortsea concept aimed at reducing the turnaround time at ports

A MBU (see below) is created which: reduces ship-shore moves
offering economies of scale and time independence of loading
operation with vehicle presence
Feature Self (un)loading of units using a ro-ro system with a special train of
platform cars (i.e. a train loader) the train loader creates a Multi Box
Unit (MBU) making it possible to (un)load many containers
simultaneously in a short time while sailing container handling by an
internal unmanned crane
Requires internal overhead cranes on board the ship and a vertical
stowage area boxes from the train are loaded onto the ship via the
loading bridge discharged at another port by the onboard crane
Ship would be an advanced vessel with mainly existing technology
used in the train loader concept
Operational time for moving one Train Loader in or out of the ship is
11 min
Required investments in ship and terminal are higher than for
conventional feeder vessel service
Status Concept stage train loader designed for a dedicated terminal
(inflexibility)

7.4.5 River-Sea Push Barge System
Goal The same push barge is used for the sea and river leg of a transport
chain
A transhipment from barge to short sea vessel is avoided thus
resulting in cost savings in the total intermodal transport chain
Feature Inland push boat sails the barge from the hinterland to the seaport a
new seagoing pus boat then sails the push barge to the destination
and then back inland etc
Slight modifications of the boat required to enable coupling
Technological challenge is for the push barge to be sea worthy but
still have a limited draught for accessibility on inland waterways
Intended for point-to-point transfers promising corridor is between
UK and Germany
Status Preliminary study showed that technically and economically feasible
A comprehensive investigation underway
7.4.6 Combined Traffic Carrier Ship/Barge (CTCB)
Goal Shortsea concept based on a new type of shortsea vessel the Trans
Sea Lifter (TSL) which extends the operations of existing inland and
coastal vessels inland navigation between European rivers
separated by a sea becomes an unbroken transport chain provides
flexibility (barges can be used for different types of freight), excellent
bundling possibilities, no transhipment required and reduction in
roundtrip time of seagoing vessels (fast exchange of barges)
Feature A barge carrier that is economical in inland navigation and it (un)loads
barges fast and economically
TSL makes regularly scheduled round trips calling in at areas outside
coastal ports and inland waterways to pick up or drop off barges
The standard TSL vessel can carry 6 barges (102 TEU each)
discharging one barge and loading another takes 25 min
Investment cost of a TSL comparable to a container vessel with same
carrying capacity
Intended for point-to-point service between main coastal ports
Status Pilot design under development

7.5 NODE TRANSPORT SYSTEMS
7.5.1 Combi-Road
Goal Intermodal transport system aimed at transporting large container

flows in a fast, safe and cost efficient manner
Feature automated and unmanned vehicles (rubber tired robot tractor) to pull
containers loaded on ordinary trailers
vehicles are electric powered and drive along dedicated lanes
process is: container loaded on a trailer and picked up by a Combi-
Road vehicle pulling the trailer vehicle enters the track and is
automatically guided to the transfer point in the hinterland at final
destination the container is unloaded from the trailer
transfer point requires sufficient space and the exchange from
automatic to manual control at the transfer point needs more study
market is intensive short (up to 100km) corridors in congested areas
applied to large bundled container flows
Status project began in 1994 and extensive studies carried out with tests on
a test track
next phase will be construction of a pilot track
7.5.2 Selbsttgis Signalgefhrtes Triebfahrzeug
Goal meet the demand for flexible and demand guided rail freight transport
is SST (self-active signal guided vehicle) and SOG (self organising
freight vehicle)
bundling of freight not necessary and can respond quickly to changing
cargo volumes
a cheap and flexible alternative to road transport
Feature freight is transported in small amounts with single vehicles or in very
small trains
driverless operation
SST can run in mixed operations with conventional trains SOG
restricted to special networks
SST to be realised in short term SOG longer time frame
SST uses automatic train protection (ATP) systems SOG operates
by means of radio transmission
Point-to-point network
Status Pilot operation of SST

7.5.3 Internal Transport Node Maasvlakte (MTS/AGV)
Goal A study of which internal transport system will be able to handle future
container flows at the node most efficiently
Feature AGVs preferred and for the short-term Multi-Trailer trains to be used
based on a large number of small shuttle connections all containers
on each multi-trailer have the same origin and destination
Status Multi-trailer trains in operation now
More research on the use of AGVs for internal transport to be carried
out cheaper than the Multi-trailers in about 5 years but financial
and operational risks

7.6 INNOVATIVE TRANSSHIPMENT UNITS
7.6.1 Cassettes
Goal Identify a cost effective method of handling, stowing and transporting

rolls of steel products through the different modes in the supply chain
Feature Rolls of steel or paper are off loaded from the train to the cassettes ,
loaded onto ro-ro ship, sailed to destination, off loaded using the
customised shunter, and then loaded onto a train
The specially built cassettes have a payload of 60 tons (compared to
conventional 12m unit of about 20 tons) can be stowed 8 wide in
ships (compared with 7 conventional trailers)
Onboard the cassettes are block-stowed
Status Development of cassette system seems to be well suited for
distribution of steel and paper rolls and in use by major industrial
companies
Future extension to the rail leg of the supply chain weight limits,
though, are a problem

7.7 INNOVATIVE BUNDLING NETWORK CONCEPTS
7.7.1 RAIL CONCEPTS
7.7.1.1 Container shipments Jmsnkoski Paper Mill

Goal minimise damage to paper rolls
Feature to reduce the number of handlings the paper rolls are unitised into
containers at the paper mill
paper rolls loaded to containers on rail wagons hauled to port where
loaded onto to a container or ro-ro ship
Status implemented & fulfilling goal of protecting goods
biggest problem is the circulation of containers and price higher than
for conventional transport
7.7.1.2 Voltri network

Goal reduce negative environmental impacts
develop new sea-road & sea-rail services that offer good cost-quality
ratio
Feature comprises 3 components: a multi-modal terminal, a network of deep-
sea routes, and an inland road and rail network
the gateway terminal handles sea-road & sea-rail containerised freight
Status advance stage of operation completely developed in 2000
7.7.1.3 Sogemar multi-modal network

Goal provide inland services (a geographically wide area and an integrated
transport system) to shipping lines
Feature the inter-modal network includes a hierarchical system of well
connected nodes (Milan is the main hub)
results in a hub-and-spoke bundling system
Status implemented using conventional technology
use of trains for deep sea shipping loading units looks promising
7.7.1.4 PiggyBack Consortium

Goal a cost effective transport mode for shorter trips
introduce piggybacking of 4m high road semi trailers using specialised
rail equipment
Feature upgrade the loading gauge on a spine network of West Coast Main
Line in UK
Status cost of about 300 million pounds
funding of infrastructure modifications could be a barrier
implementation planned for 2002/3
commercial viability also dependent on higher lorry weights

7.7.1.5 Wembley European Freight Operating Centre

Goal the operating centre is designed to support management and logistics
requirements of the Channel Tunnel freight operations
Feature act as a hub in the bundling and sorting of Tunnel freight
intermodal services from regional terminals are reassembled into
single destination block trains and correspondingly inbound trains
from the continent are sectioned and reassembled into regional trains
serving the UK terminals
represents a time and cost efficient solution for freight trains leaving
regional terminals with less than full train traffic
Status in operation
Channel Tunnel has enormous capacity by 2002 when the
passenger trains are transferred to the high speed line, it will be
possible to operate about 120 freight trains a day (60 each way)
through the Tunnel
7.7.1.6 RingZug Rhein-Ruhr

Goal innovative line train concept for combined transport
aims are to reduce road collection and distribution traffic distance, to
introduce more efficient production systems (no shunting), make
combined transport more competitive and increase its demand
Feature 300 km long connecting 10 terminals (6 of which are regular stops for
(inter)national intermodal trains
instead of carrying cargo for the entire trip the load units would be
brought to a terminal serving the RingZug
demand depends on transport distances and load size
Status potential is 21000 load units a day
the idea is to start the concept as a collection and distribution system
of major shippers later transforming the operations into public
services
7.7.1.7 Hub of Metz and the Quality Net

Goal hub created to concentrate ICF (Intercontainer Interfrigo) traffic on
specific axes and benefit from transport by point-to-point block trains
Feature point-to-point trains arrive SNCF (which uses 20% of the yard for its
local traffic) shunts the wagons and creates new point-to-point block
trains according to ICF instructions
ICF plans combined transport for its customers the QualityNet
system consists of a full-time year round supervision of transports,
containers, swap bodies and trailers under ICFs care the central
office communicates all necessary information to the railways,
customs, final destination terminal, and the ICF traffic controller
Status in full operation
a problem is the frequent strikes affecting the national railway
companies

7.7.1.8 RailRoads
Goal offer attractive intermodal services between Benelux countries and the
south of Europe
Feature uses its own load units which are tailor made for its business door-to-
door services are offered
ability to control and reposition load units efficiently in order to achieve
high utilisation rates per unit and few additional empty road km
organises the pre and post trucking
shuttle connections are an important component in the concept
Status 12000 movements in 1996
the land container in continental transport could attract competition
although its present configuration is not optimal
7.7.1.9 The Drehscheiben concept
Goal to improve viability of rail freight operations, quality of combined

transport, transhipment intensity in the terminals, Rail Cargo Austrias
competitive position, technological innovation
Feature concept involves door-to-door (shuttle trains) and feeder train transport
between 3 main terminals feeder trains operate at night to distribute
the freight
hub and spoke network
bundling takes place at the load unit level
for trips longer than 500km
Status implemented
difficult to tell which type of load units will be important in the future
likely swap bodies, containers and semi-trailers differences in the
application field between the various load units will diminish
7.7.1.10 Building at a regional level: The Linienzug concept
Goal potential for bundling freight flows along Wien - Wolfurt axis
Feature rail shuttle service between hubs
high frequency and speed of the liner service regularity
Status conceptual stage
for the concept to succeed a number of conditions must be met

7.7.1.11 The NEN (North European Network)
Goal To make combined transport attractive on short distances (at least

that part of the traffic comprising maritime containers which can be
(un)loaded directly on trains in the harbours
Feature NEN is centred on SNCBs shunting yard in Muizen other nodes are
Antwerp, Rotterdam, Duisburg, Athus, Lille,
Manchester/Birmingham/Willesden, Zeebrugge
A star shaped network is formed organised as a hub-and-spoke
network
Status Still in an early stage and operators are not yet used to book transport
services at the NEN office
Activities just started in 1997 and not yet in full operation objective
to extend the lines from the centre e.g. to Paris or German cities
7.7.1.12 Bahntrans
Goal part of an innovative bundling concept for the delivery of packages of

goods and general cargo dispatched as standard or express delivery
based on conventional technology, making use of concept advantages
(e.g. spatial layout)
Feature about 40 Bahntrans (an enterprise specialising in the consolidation of
small shipments) freight centres and 5 regional hub-and-spoke
networks
the process is: trucks collect freight from shippers to the freight centre,
the freight is sorted according to destination, loaded on a block train
and taken to the shunting yard (hub), then by block train to the freight
centre and then by truck onward
a large spoke has throughput of 1500 load units
Status Bahntrans established in 1995 responsible for forwarding and road
transport
7.7.1.13 FlexNode
Goal organisation measure of DB aimed at reducing the amount of

shunting in rail collection and distribution at larger nodes
different bundling concepts benefit from the flexible node system
Feature existing 3 levels of shunting (local, regional and central) are
rationalised regional shunting yards are combined to a large
regional node
many wagons or wagon groups may thus skip a node level
Status conceptual
volume of shunting expected to be reduced by 30% -- many wagons
will be shunted twice instead of 3 times

7.7.2 DEDICATED ROAD CONCEPTS
7.7.2.1 Metrofreight
Goal Conceptual model of a metro freight network that has a small

dedicated network with interfaces with other modes and various load
types, uses driverless electronically propelled vehicles, uses
advanced control technology, is a multi user facility and is privately
funded
Avoid congestion in central urban areas and environmental benefits
Feature Network/infrastructure low construction cost and extensive use of
tunnels users will operate their own vehicles and be charged tolls
Interfaces to existing transport infrastructure, distribution facilities,
retail outlets
Terminal and network criteria
Signalling and communication system
Status Case studies have been carried out (e.g. London -- carry freight flows
to retail stores and postal sorting offices) but still in the conceptual
and evaluation stages of development
7.7.3 RO-RO CONCEPTS
7.7.3.1 Irish-Italy Piggyback Service
Goal Currently the transportation of semi-trailers on the existing Irish rail

network is not possible
A new service to exploit benefits of intermodal transport a
combination of bundling, routing and equipment result in a cost-
competitive service for small flows
Feature Trailers loaded at Rosslare onto ro-ro ferries then unloaded in
Cherbourg and taken to rail head where the trailers are loaded onto
the train to the final destination where local haulage companies
remove the trailers
Status Initial service being offered is 3 sailing a week
7.7.3.2 Ro-Ro Barge Transport
Goal Transport rolling units on barges on inland waterways

Competitive alternative to road transport by reducing operational costs
and avoiding road congestion special consideration was to get
around the weekend road embargo in Germany
Feature Trailers are driven aboard a ship-barge unit
Concept fits in well with transport flows having an overseas
component

Status Operational since 1985

Trailers form the potential largest market for the ro-ro barge service
Barrier for developing new links is bridge height restrictions more
than one cargo deck is needed for economic feasibility
7.7.4 BARGE CONCEPTS
7.7.4.1 Container Exchange Point Barges (CUB)
Goal Reduce the number of calls in the Port of Rotterdam, shorten the
Rhine barges cycle time and to improve terminal efficiency
Feature At a CUB containers originating from different Rhine terminals are
collected and regrouped into uniform destination batches, thus
rendering the major transhipment activity unimodal (barge-barge)
The extra costs for transhipment at the CUB are compensated by a
more efficient and shorter sailing schedule of Rhine barges
The CUB-Rotterdam-CUB cycle would take 24 hours
Status Concept stage
Requires critical volume
7.7.4.2 Randstad Network
Goal An alternative means of freight transport in a dense urban area

maintain equilibrium between sustainability and accessibility
The idea is to connect existing industrial areas by developing trimodal
and bimodal nodes
Feature 3 types of networks: unit net (freight oriented to the main port), tempo
net (distribution and fast delivery of time-pressed goods) and bulk net
(goods with low value and not time dependent)
where possible each net uses the same infrastructure
Status The unit net should be easy to realise due to large volumes a pilot
project has been set up
Tempo net is diffuse difficult to find critical mass
Bulk net exists but needs to be expanded
Aim is to build up the networks step by step

7.7.4.3 Floating Container Terminal (FCT)
Goal Address two problems: congestion in the Port of Rotterdam (partly

due to inter-terminal container flows transported by road) and the
number of small calls made by barges and feeders resulting in delays
in collection and distribution
Feature FCT collects and distributes containers originating from small calls
and bundles these with containers which are being transported
between terminals
Instead of making small calls barges and feeders can make one call
at the FCT
The FCT makes a 24-hour round trip at a fixed sailing schedule
among the terminals
Status Technical and operational analysis has been carried out a business
plan has been written
FCT is not however economically feasible
7.7.4.4 Via Aqua Via
Goal Innovative concept for bundling and transhipment of freight reduces

road km, avoids congestion and has a very low cost per pallet
Feature The freight of different producers and customers are bundled,
collected and distributed in a hub-and-spoke network
The central distribution centre (CDC) is in Tiel goods are delivered
by truck or barge
The CDC , barges and quays are equipped with an automatic roller
transport system allowing pallets to be easily transhipped to barge or
truck
Status Concept still in design stage
7.7.4.5 Waste Transport
Goal New concepts, such as ACTS, which will meet new developments
in waste legislation -- ACTS is based on the point-point network
model with shuttle trains
The principle is that waste is collected by trucks and transported by
rail (or barge) to incinerators, earth cleaning stations or dump sites
Feature Truck collects refuse in special 20 containers when container is
full it is delivered to the nearest quay a barge with self
(un)loading crane sails in line service between the quay and
incinerator
Existing trucks for collecting refuse have to be replaced by special
trucks with containers and a press unit
Status Feasibility study carried out and it is economically feasible
Implementation, though, depends on co-operation between several
cities interest exists

7.7.5 NODE CONCEPTS
7.7.5.1 Node Born
Goal Born is an intermodal node a bundling centre for cargo flows

served by rail and barge shuttles aim is that these shuttles should
not only serve intermodal transport with local collection and
distribution by truck but become part of more complex chains such
as rail-barge and rail-rail as well.
The most important network attributes are its regular, high-
frequency service to many destinations with high reliability and
punctuality
Feature Can use reserve capacity of the shuttles until volumes justify
exclusive intermodal trains
Status The barge terminal has been operational since 1991 and the rail
one since 1996
About 70% of the investments for the rail terminal has been funded
by the government DSM a leading shipper in the area offered the
needed base load to start up the terminals and made some
financial commitments as well
7.7.5.2 Node Duisburg
Goal Duisburg is an important transport mode with good facilities for

intermodal barge and rail transport
Aim is to extend the current function of it as a collection/distribution
node to a hub-and-spoke node to develop an intermodal
transport facility to connect barge and rail transport
Feature Maritime containers will be transhipped from barges onto trains and
bundled with continental flows
The barge service Rotterdam Duisburg operates 5 times a week
in both directions the barge terminal handled 100000 TEU in
1996
The rail terminal acts as a terminus transhipment between truck
and train throughput of the terminal in 1996 was 80000 units
Status The barge/rail concept is not yet fully operational currently
exchange of load units between barge and rail is incidental
Barriers are contractual relationships between barge and rail
operators, timetables and need for more volume (for an acceptable
cost/quality ratio)

7.8 CLASSIFICATION OF INTERMODAL TRANSPORT TERMINAL IN EUROPE
7.8.1 RAIL ROAD TERMINALS

for swap bodies, semi trailers and container. Three volume ranges are estimated:
terminals with a capacity of less than 20.000 LU/a (Loading units per year),
between 20.000 and 100.000 LU/a
more than 100.000 LU/a
7.8.2 BARGE ROAD TERMINALS

For containers. Two ranges of volumes are established:
less than 30.000 LU/a
7.8.3 BARGE RAIL ROAD TERMINALS

For containers. Two ranges of volume are established:
less than 50.000 LU/a
7.8.4 MARITIME FULL CONTAINER TERMINALS WITH ROAD AND RAIL

CONNECTIONS
For containers
Less than 100.000 LU/a
More than 100.000 LU/a
7.8.5 MARITIME FULL CONTAINERS TERMINALS WITH ROAD RAIL BARGE

CONNECTIONS
For containers
Less than 200.000 LU/a
Between 200.000 and 500.000LU/a
More THAN 500.000 LU/a
7.8.6 RAIL ROAD BIMODAL TERMINALS

With specific semi-trailers and loading units for which the volume is rather low, around 10.000
LU/a in average. The bimodal systems are not suited for large scale operations. In fact they
are more connections between 2 transport modes (rail and road) and their terminals.
7.8.7 RAIL RAIL TRANSFER TERMINALS

Two main categories are estimated, corresponding to different sizes and organisations:
volumes less than 300.000 LU/a
volumes more than 300.000 LU/a
(See the Commutor example) based on the hub and spoke system to catch the single wagons
combined transport market.

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DELIVERABLE D1

State of the Art of conventional and innovative techniques

Annex 1: Survey on intermodal transfer technologies

Innovative Technologies for

TITLE : Innovative Technologies for Intermodal transfer Points

MAIN AUTHOR: Edoardo Peterlini (Euretitalia s.r.l.)

PROJECT CO-ORDINATOR: PTV Planung Transport Verkehr AG (DE)

PROJECT PARTNERS : EURA A/S (DK)

PROJECT START DATE : April 2000 DURATION : 48 months

DATE OF ISSUE OF THIS REPORT : June 2001

Project funded by the European

TECHNICAL AND ORGANISATIONAL DESCRIPTION OF ELEMENTS

1 TRANSHIPMENT EQUIPMENT AS ELEMENT OF THE MEANS OF

1.2 Bimodal Techniques 14

1.3 Mercedes Benz (MB-) Kombi Lifter 19

1.4 Semi-trailer equipped with side loader 21

1.6 SeIf - Unloading Ship(s) 26

2.1 Fast Transfer TECHNICATOME COMMUTOR Handling Device 29

2.2 Krupp Fast Handling Device 30

ITIP D1, Annex 1 Survey on intermodal transfer technologies 2

3 TRANSHIPMENT AND INTERNAL TRANSPORT DEVICES 32

3.1 Terminal Truck with Lifting Device for Swap Bodies 32

3.2 SeIf loading AGV Robot 32

4 INTERNAL TRANSPORT EQUIPMENT 33

4.2 Multi Trailer System (MTS) 34

4.3 Skid/Pallet (Longitudinal Conveyor) 35

4.4 Moving Train 35

4.5 Skid/PalIet (Cross Conveyor) 35

4.6 Conveyor Concepts 36

4.7 Bi-directional Rail mounted Shuttle B+ 38

4.8 Train Movement and Positioning Devices 38

5.1 Portal Crane for Stacking 43

5.2 One-Arm Crane (Stack Lifter) 43

5.3 High-Rack Handling Device for Shelf-Store 44

5.4 Mechanical Storage 46

6 TECHNICAL AND ORGANISATIONAL CONCEPTS 47

ITIP D1, Annex 1 Survey on intermodal transfer technologies 3

6.2 KRUPP Fast Handling System 51

6.3 Automated Guided Vehicle System and Automated Stacking Crane 54

6.4 CARGO 2000 CONCEPT 59

6.5 NOELL FAST TRANSHIPMENT SYSTEM 63

7 TERMINAL AND TERMINAL NODE CONCEPTS IN EUROPE 64

7.1 RAIL TERMINAL CONCEPTS 64

7.2 BARGE TERMINAL CONCEPTS 69

7.3 RO-RO TERMINAL CONCEPTS 71

ITIP D1, Annex 1 Survey on intermodal transfer technologies 4

7.4 SEA TERMINAL CONCEPTS 72

7.5 NODE TRANSPORT SYSTEMS 75

7.6 INNOVATIVE TRANSSHIPMENT UNITS 77

7.7 INNOVATIVE BUNDLING NETWORK CONCEPTS 78

7.8 CLASSIFICATION OF INTERMODAL TRANSPORT TERMINAL IN EUROPE 86

ITIP D1, Annex 1 Survey on intermodal transfer technologies 5

1 Transhipment Equipment as Element of the Means of Transport itself

4. Semi-Trailer with Side Loader

which are described in detail hereafter.

ITIP D1, Annex 1 Survey on intermodal transfer technologies 6

1.1 ACTS ABROLL CONTAINER TRANSPORT SYSTEM

1.1.1 The ACTS technique

1.1.2 Description of the System

The system consists of three basic elements:

1.1.2.1 Loading Units

ITIP D1, Annex 1 Survey on intermodal transfer technologies 7

1.1.3 Transport Cycle