The purpose of this Study is to verify the feasibility of freight transport along the Italian High-Speed and High-Capacity network. The conditions to forecast this innovation were analysed taking into consideration the limits deriving from the existing passenger circulation, the needs to carry out scheduled maintenance interventions along the lines, the vertical dynamic stresses caused by the transit of trains on the infrastructure, the various types of intermodal transport units and the wagons to be circulated. It has been shown that it is possible to provide this kind of transport service, making freight trains travel at night, without intermediate stops. However, this solution creates the need to reorganize of the infrastructure maintenance operations currently envisaged in these intervals. As for stresses, the first step was to verify that, varying either axial load or maximum permissible speed, freight trains generate lower pressure values on the infrastructure than the maximum ones envisaged by regulations. The second concern was to prove that these values are lower than those caused by the current most impacting passenger train, that is the ETR 500, which travels at a speed of 300 km/h and with a maximum axial weight (in the engines) of 17 t/axle. This last check was planned to ensure to the manager that, in order to preserve the integrity of the high-speed network, any solution that generates stresses greater than those currently permitted will be excluded. Finally, the analysis was focused on which kind of existing wagons can be used to perform this type of service and which technological improvements can be made to optimize the performance of this service.
Lo scopo di questo Studio è quello di verificare la fattibilità del trasporto merci lungo la rete ad Alta Velocità e ad Alta Capacità italiana. Sono state analizzate le condizioni per prevedere tale innovazione, tenendo in considerazione i limiti derivanti dalla circolazione passeggeri esistente, dalle esigenze di effettuare interventi programmati di manutenzione lungo le linee, dalle sollecitazioni dinamiche verticali provocate dal transito dei treni sull’infrastruttura, dai vari tipi di unità di trasporto intermodale e dai carri che si vogliono far circolare. È stato dimostrato che è possibile prevedere tale servizio di trasporti, facendo viaggiare i treni merci nelle ore notturne, senza che questi compiano fermate intermedie. Tale soluzione provocherebbe tuttavia la necessità di una riorganizzazione delle operazioni di manutenzione dell’infrastruttura attualmente previste in tali intervalli. Dal punto di vista delle sollecitazioni, si è verificato dapprima che i treni merci, nelle varie ipotesi di carico assiale e velocità massima ammessa, generino valori di pressione sull’infrastruttura minori rispetto a quelli massimi previsti da normativa, e in seguito che questi valori fossero minori di quelli provocati dal treno passeggeri attualmente più impattante, ovverosia l’ETR 500, che viaggia ad una velocità di 300 km/h e con un peso assiale massimo (nelle motrici) di 17 t/asse. Quest’ultima verifica è stata prevista per assicurare al gestore la salvaguardia dell’integrità della rete AV, escludendo qualsiasi soluzione che genera sollecitazioni maggiori di quelle attualmente consentite. In ultimo sono stati analizzati quali carri tra quelli esistenti possono essere utilizzati per effettuare questo tipo di servizio e quali migliorie tecnologiche possono essere apportate per ottimizzare le prestazioni di tale servizio.
Condizioni tecnico-economiche per la realizzazione del trasporto merci ad alta velocità in Italia. Caso : collegamento terminale Melzo-Nola interporto
GAGGETTA, BRUNO
2018/2019
Abstract
The purpose of this Study is to verify the feasibility of freight transport along the Italian High-Speed and High-Capacity network. The conditions to forecast this innovation were analysed taking into consideration the limits deriving from the existing passenger circulation, the needs to carry out scheduled maintenance interventions along the lines, the vertical dynamic stresses caused by the transit of trains on the infrastructure, the various types of intermodal transport units and the wagons to be circulated. It has been shown that it is possible to provide this kind of transport service, making freight trains travel at night, without intermediate stops. However, this solution creates the need to reorganize of the infrastructure maintenance operations currently envisaged in these intervals. As for stresses, the first step was to verify that, varying either axial load or maximum permissible speed, freight trains generate lower pressure values on the infrastructure than the maximum ones envisaged by regulations. The second concern was to prove that these values are lower than those caused by the current most impacting passenger train, that is the ETR 500, which travels at a speed of 300 km/h and with a maximum axial weight (in the engines) of 17 t/axle. This last check was planned to ensure to the manager that, in order to preserve the integrity of the high-speed network, any solution that generates stresses greater than those currently permitted will be excluded. Finally, the analysis was focused on which kind of existing wagons can be used to perform this type of service and which technological improvements can be made to optimize the performance of this service.| File | Dimensione | Formato | |
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2019_07_Gaggetta.pdf
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Descrizione: Testo della Tesi
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https://hdl.handle.net/10589/149409