C4R Project Increases Rail Capacity without Laying Down New Tracks

AbstractRail freight transport is today characterized by inefficiencies in the use of the existing infrastructure while the growing demand is activated by giant containers vessels handling thousands of units in the ports. Lack of industrialization prevents gaining from economies of scale while bottlenecks penalize the optimization of the network use. The rail freight transport market share remains low whereas for environmental reasons immediate progress is required. Capacity4Rail intends to analyze the key factors enabling rail freight market share to increase on the most promising segments.The innovations planned by Capacity4Rail are concentrated on three macro-areas from the concept to simulations and tests: wagon structure design, wagon equipment technology and train maneuverability.For the wagon structure, the project focuses on the new design giving direct efficiency: better payload, less deadweight, extended usable length, maintenance cost reduction. With a reduced weight due to the use of new materials the design evolution allows to make the best use of the gauge profile.For the wagon equipment technology a continuous electric line carrying a bus of information all along the train and bringing energy to the wagon allows placing various sensors increasing safety and reliability. With this new wagon connectivity, predictive maintenance is developed but also accurate real time information are available for the customers enhancing the planning efficiency of the next supply chain evolution. The wagons are equipped with an electric command of the pneumatic brakes for an instant and simultaneous braking and releasing. The brakes of all wagons reduces drastically the longitudinal forces in the couplings enabling progressive lengthening of the train reducing operational costs and network capacity consumption per ton transported.For the train, this new braking system improves its maneuverability, giving access to better paths aiming to reduce the wear of the wheels created by the new brake composite shoes imposed for noise reduction.All these potential progress are researched and checked in terms of affordability taking into account not only the global added value created but an equitable reward of all the stakeholders having invested for such innovations. Proposed roadmaps incorporate viable business models for a progressive implementation on the basis of simulations. A virtuous circle is initiated improving the use of assets, reducing noise, informing customers more efficiently, reducing maintenance and operational costs in an affordable way

Rail freight research: How market trends and customers' needs drive technology innovation

The article presents an investigation of current market trends and customers’ requirements, which have driven research aimed at developing a novel wagon concept that integrates innovative solutions relating to the identified major challenges for the freight vehicles of the future. These challenges are: i. Freight condition monitoring; ii. Lightweight wagon design; and iii. Predictive maintenance. This research was initiated by the INNOWAG project, which is funded by the Shift2Rail Joint Undertaking under the EU’s Horizon 2020 research and innovation programme. The major challenges in rail freight competitiveness relate to the increasing complexity and sophistication of supply chains, increasing transport capacity and logistic capability, as well as improving RAMS and lowering LCC. Therefore, the goal is to develop intelligent cargo monitoring and predictive maintenance solutions integrated on a novel concept of lightweight wagon

Facing up the Congestion and Environmental Challenges of Europe

AbstractIn Europe transport is characterized by growing demand of freight services versus constrained infrastructures. Rail freight has difficulties in satisfying the customers’ needs. The Ports of entry into the Union are strategic points. The container vessels of more than 12.000 TEUs, are totally deployed on the maritime lanes calling at a fewer number of ports where a higher number of movements are handled. The maritime traffic doubled from 2000 to 2007 while no changes have occurred on the overland infrastructure both road and rail. Congestion is a common feature in Europe.The citizens awareness on environmental issues is growing making the quality of life the focus for any future planning. A more sustainable mobility is necessary making modal shift from road to Rail a necessary step change. Major infrastructure expansion due to budget and construction timings cannot be an immediate solution generating the need of extracting maximum performance from the available resources. TIGER and MARATHON are European funded projects, implementing concepts based on port decongestion, dry ports and hinterland distribution by rail together with transport industrialization through faster, longer and heavier trains. Despite all efforts, Rail freight has not attracted new market share. A profound modernization of the rail economy based on lower costs and better services is necessary for responding to environmental changes. TIGER and MARATHON are addressing in an holistic way all these issues developing in practice the following dimensions:• Longer, heavier, faster trains adoptions on existing lines.• New technologies in equipment and management systems.• Rail transport industrialization between ports/hubs reducing costs increasing the overland transport capacity to maritime traffic volumes.• Cooperation between key actors in the Rail transport chain by sharing the benefits deriving from the increased rail competitive profile.• Completion of rail bottlenecks elimination

Lower urinary tract symptoms (LUTS) after renal transplant in non-urologic anuric patients

Abstract: We assessed LUTS at least 12 months after RTx in patients without evidence of lower urinary tract dysfunction (non-urologic) that had been anuric for at least six months before RTx. No bladder recycling was performed before RTx. LUTS were evaluated using a questionnaire. Clinical records were also reviewed. LUTS in anuric patients were compared with those in non-anuric patients. Fourteen anuric patients fulfilled the inclusion criteria. Median age at RTx was 11 (5\u2013 21) yr, median duration of anuria before RTx 24 (7\u201346) months, and median post-RTx follow-up 2.7 (1.9\u201310.2) yr. Daytime symptoms were exceptional. Nocturia was the most common symptom (10 patients). Only one patient reported symptoms to affect her quality of life. One patient experienced a febrile UTI and none graft failure. LUTS (nocturia) proved unrelated to duration of anuria, length of follow-up, and presence of (nocturnal) polyuria. LUTS were not statistically different in patients anuric and non-anuric before RTx. Non-urologic patients suffer from long-term storage symptoms, particularly nocturia. LUTS, however, do not seem to increase the risks of urinary infections or graft failure and appear to occur irrespective of the presence of anuria before RTx. Bladder recycling before RTx seems unnecessary

Renal transplantation in children weighghing < 15 kg: does concomitantlower urinary tract dysfunction influence the outcome?

BACKGROUND: We reviewed our experience with renal transplantation (RTx) in children weighing <15 kg to determine if the presence of lower urinary tract dysfunction (LUTD) influenced the outcome. METHODS: Between 1987 and 2012, 68 RTx were performed in patients weighing less than 15 kg, including 17 with associated LUTD and 51 without. We detailed the lower urinary tract management in these patients, and compared graft survival rates and estimated clearance 12 and 60 months after RTx between groups. RESULTS: None of the patients without LUTD required any lower urinary tract surgery vs 8 out of 17 (47 %) with LUTD (p\u2009=\u20090.0001). The latter included a temporary incontinent urinary diversion in 5 cases (29 %), namely 2 vesicostomies and 3 cutaneous ureterostomies. After comparable follow-ups, there was no difference in patient survival, graft survival, and glomerular filtration rates between groups. CONCLUSIONS: Provided that there is appropriate bladder management, a concomitant LUTD does not adversely influence the outcome of RTx in patients weighing less than 15 kg. However, 50 % of our patients required lower urinary tract reconstruction and, in 30 %, a temporary incontinent urinary diversion was placed at RTx, since lower urinary tract function could not be assessed reliably, the patient was not collaborative enough to be involved in a voiding program, and/or the RTx was prioritized