Intermodal Transport​ today and tomorrow

Many had hoped that intermodal transport would have a positive impact on the environment and lower transport costs. This has not been the case, as the costs of driving intermodal are irresponsibly high and there are explanations why.

The image below shows two fundamental errors in intermodal transport.

1. the abnormally expensive and cumbersome container cranes used when handling containers and semi-trailers 
2. the unit load semi-trailer should not be included in this segment, but rather it should only be containers and swap bodies.

Then the design and handling equipment require that it must be a wire-free area. This means that the wagons must be shunted to enter the wire-free terminal. This interrupts the logistics chain and causes both time delays and high transhipment costs.

There are interesting alternatives to handling unit loads that do not create this dependency on getting to a wire-free area. Alternative trailers. We have developed a simple description of what explains what is wrong with intermodal transport and how we easily solve this with our developed handling technology "the ant". Below is the description that you can take part in.

We compare today's system with intermodal wages and our system "The Ant"

Today's Intermodal Transport                                                                                                                        ​Transport but with "The Ant"

The train's set of wagons is handed over to a transfer yard and will be transported further by a diesel locomotive.

A diesel-powered locomotive transports wagons to a freight terminal

This is where the unit loads to be handled by container cranes or container trucks are loaded.

A diesel locomotive that previously moved the reloaded wagon set up to the yard is handed over again

Once at the transfer yard, it can be connected to a locomotive that will continue the journey on electric power.

Is anyone wondering why intermodal transport on the railway costs a huge amount of money and takes a huge amount of time! We don't do it. Just wondering why this is allowed to continue!

The train goes directly into the terminal for reloading. No shunting is required.

Transshipment of unit loads, containers and swap bodies is done with the help of the ant. The transshipment can be done fully automatically.

Unit loads have been reloaded and the train is back on the main track after a terminal stop of perhaps 15 minutes.

Time and costs can be drastically reduced and in addition, future intermodal transports will be able to run at 160 to 225 km/h.

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