posted on 1st Feb 2023 12:44
NYMWAG CS has introduced a pocket wagon that is the result of a completely new development.
After almost three years of existence, NYMWAG CS is already an established manufacturer, but due to the covid-induced pause in the holding of such events, this was its first participation in an international fair. In Berlin, it exhibited representatives of two new types from its production program. While the Class Faccns hopper wagon is basically another representative of the continuity of the Legios Louny production, which NYMWAG CS follows up using license production, the Class Sdggmrss pocket wagon, nicknamed "Arrow" by its manufacturer, is the result of a completely new development.
In addition, a new approach to the construction of this type of vehicle was applied - the existing pocket wagons are universal, enabling the transport of containers and swap-bodies of various length, whereas this one was developed with the aim of transporting semi-trailers primarily. It is the result of the development of PVF Schienenfahrzeuge, Česká Lípa, whose designers were already the authors of a number of pocket wagons, but now for the first time they were given the opportunity to implement the idea of a car that would not be a “compromise”.
Due to the fact that the wagon does not need to be equipped with pins for locating intermodal ISO units above the pocket area, there is a significant saving in weight and simplification of the structure. The tare weight is thus 33.0 t, while it is 36 t for nowadays ordinary pocket wagons. The highest loading weight is only 80.0 t (i. e. 2 x 40.0 t) at speeds of up to 120 km/h, which is based on the determination to load semi-trailers, the weight of which is anyway limited by road transport limits.
The length over the buffers is 34,030 mm. The wagon pocket is constructed to the greatest possible length given the wheelbase of a standard 104-foot wagon, and also to the greatest possible width allowed by the UIC 505-1 G1 loading gauge, so it allows the loading of semi-trailers with all the usual equipment elements in the lower part, as well as the location constructions such as Nikrasa or roadrailLink, intended for loading non-craneable semi-trailers.
The reduced tare weight has a favorable effect on a number of other useful features, which are an advantage, among other things, considering that in the transport of road semi-trailers with a standard height of 4 m, almost every centimeter of height plays a role. For example, there is less deflection of the wagon structure when loaded with a semi-trailer, by 55 mm compared to ordinary pocket wagons.
The pocket could be constructed as a whole, without holes, which on the one hand prevents objects from falling from the semi-trailers into the track and on the other hand simplifies production. Another goal of the idea of simplifying the design is the saddle for location of the king-pin. Usually it can be positioned for three different heights - 880, 980 and 1,130 mm above the TOR. This wagon has it non-positionable, at a height of 910 mm above the TOR.
For today's most common semi-trailers, this position is sufficient, with the only disadvantage being that the semi-trailer is not positioned absolutely horizontally, so that at one end its upper edge is slightly higher than when placed horizontally. Specifically, however, it is only 3 cm, which is therefore compensated by the above-mentioned saving achieved by a smaller deflection.
In accordance with the current idea of implementing automatic couplings in the future, the wagon structure is developed for a tensile load of 1,500 kN, not only on its outer parts, but also in and around the articulated connection in the middle, which is also essential for an articulated wagon and can be problematic during additional modifications of existing pocket wagons.
The colorful painting of one section of the wagon with predominant shades of blue was not just a play of fantasy, but rather a representation of the stress distribution on the wagon frame caused by vertical static loading. The color fields showed the course of the reduced stress determined according to the Von Mises hypothesis (deformation energy of the change of shape) with an increasing value from dark blue to light blue, green to yellow (and theoretically followed by red, showing already critical values). In the calculation in question, loading with a long semi-trailer was considered, with its 40 t weight distributed to the saddle by 13 t and to each of its three axles by 9 t.
The wagon was on display shortly after its production was finished. It started type tests in the autumn and is now located at the VÚKV test base in Velim. If the tests are successful, the first wagons should be available to customers in October 2023.
NYMWAG CS has expanded its production program based on intermodal and tank wagons with a four-axle 49 m3 Class Faccns hopper. It is intended mainly for the transport of aggregate, gravel or sand with a length over the buffers of 12.68 m, a tare weight of 21.5 t and a maximum loading weight of 68.5 t at a speed of 100 km/h. When empty, the top speed is 120 km/h. Type Y25 Lsi(f) bogies without fronts beams are of own production. Batch production should begin soon, once negotiations with the first customers are firmly concluded.