Flow Sheets


The UIRR companies have put in place a system specifically adapted to the road-rail CT based on direct trains (point-to-point) and “network” trains (spokes around a hub).

 

Direct trains, also referred to as “full trains” or “axis trains”

These direct trains directly link two transhipment yards where volumes justify this, in general on an “overnight service” basis. These fast trains run at 100 or 120kph, or even at speeds of up to 140 or 160kph. On these trains the loading units are all destined for the same station. They are scheduled in particular on lines where the density of traffic is heavy and regular, in particular between large industrial or urban centres.

 

Direct Train from A to B without handling during the trip


Block train: train with variable compositon of wagons (on demand)

Shuttle-Train: train with fixed composition of wagons

The operators and rail undertakings consider them the most advantageous type of production. There are no wagon manoeuvres in the marshalling yards, thus saving time and money. They are particularly reliable. Depending on the required capacities, wagons can be added or removed at the terminal.

Shuttle trains are a variation of direct trains in that they have a fixed wagon composition. This concept was first developed in the 90s by the Swiss-based company Hupac and a large number of other CT operators now use this formula and apply it to various routes in Europe. This system allows rapid rail routing because no recomposition in the transhipment yards is needed.

 

The network trains

They are trains with loading units destined for more than one destination which are reassorted in nodal points, these are actual connection platforms, installed at strategic locations of concentration of traffic flows, and organised to facilitate the regrouping of trains originating from different transhipment yards and their re-composition towards their destination terminal. From these nodal points a star-shaped network of trains connects several regions.

 

The ‘hub-and-spoke’ network

They come in three forms:

  • the ‘hub-and-spoke’ network
    In nodal points, groups of wagons are interchanged between two or several trains so as to compose new trains with single destination. The ‘gateway’ network
    This is a special form of the ‘hub-and-spoke’ system. In this concept, the loading units change trains upon arrival in the transhipment yard by means of a wagon-to-wagon transhipment, in view of continuing their trip in a new train composition.
  • the ‘gateway’ network
    This is a special form of the ‘hub-and-spoke’ system. In this concept, the loading units change trains upon arrival in the transhipment yard by means of a wagon-to-wagon transhipment, in view of continuing their trip in a new train composition.
  • the shuttle train network


Wagonload traffic

The forwarding of isolated wagons and their interchange in marshalling stations is less and less important in CT as this is too time-consuming and requires also the use of special wagons capable of absorbing impacts during marshalling which might cause damage to the load.