Shunting technology is an important cog in the modern logistics industry and determines how efficiently goods are transported by rail. The term "shunting" refers to the sorting and grouping of freight cars in a classification yard in order to distribute them to their destination routes. The wagons are moved, separated and routed to the appropriate tracks using shunting techniques.
Well-organized shunting technology is the key to fast and precise goods distribution. Automation, digital control systems and innovative track systems help to speed up the entire process and minimize errors. But let's start with a few basic terms.
What does "hill" mean in the classification yard?
The hump, often simply referred to as the "hill", forms the heart of a classification yard. A switching locomotive has to push the previously collected wagons up this small hill. Once they reach the highest point, the wagons are separated from each other and roll down the hill on their own thanks to the momentum. At the bottom, they are distributed to their assigned tracks via an ingenious switch system.
Conversation at the hump: A shunting locomotive driver and a foreman shunter discuss the next wagon movements at a classification yard.
Which professional groups are involved in foreman shunting?
Foreman shunting freight cars requires the cooperation of several specialized professional groups. Starting with the dispatcher, who coordinates the entire shunting process and plays a key role. He prepares the train classification, assigns the crews and distributes the incoming trains to the tracks on the mountain. From here, the train dispatcher takes over, uncoupling the previous locomotive and coupling the switching locomotive.
Shunting preparers work with the dispatcher to create splitting lists for the train, which are then passed on to the employees on the mountain. However, before the switching locomotive can push the wagons up the mountain, the freight car inspector comes into play: he checks each individual wagon for damage and whether the load is properly secured.
A (one-size-fits-all) restraint shoe in use.
On the hill itself, the hump foremen are responsible for pushing the wagons up the hill, while the hump master oversees the separation of the wagons at the top. The switchmen control the points to guide the wagons onto the correct tracks, and the valley foreman at the foot of the hump ensures that the wagons arrive safely and correctly on the designated tracks. This also includes braking the wagons with the so-called brake shoes. It is extremely important that these occupational groups are always in close contact with each other, because once a wagon has crossed the apex, it inevitably rolls down with the help of gravity. Every employee must therefore know what is happening on the mountain at all times in order to maintain safety.
How does the coupling work?
The shunting locomotive driver is responsible for coupling the freight cars, among other tasks. This includes aligning the couplings, flipping the shackle and connecting the compressed air lines. Manually coupling and uncoupling freight cars is physically demanding work - a task that shunting locomotive drivers often have to perform up to 200 times a day.
A shunting locomotive driver manually coupling two freight cars.
What automation is available in shunting technology?
This is why DB Cargo wants to push ahead with the conversion of its vehicle fleets to digital automatic couplings (DAK). This type of coupling no longer needs to be connected manually by foreman shunters, and it can also route information through the entire train. As many other work steps have already been successfully automated, such as checking the wagons for damage using camera bridges and AI or operating the locomotive by remote control, coupling is to be the next step towards digitalization.
The digital automatic coupling (DAK) in a test train during the trial phase.
With a continuous digital information line, for example, an entire train could be braked synchronously. This would eliminate the need for freight car inspectors to carry out brake tests for each wagon. Individual functions of refrigerated or hazardous goods wagons in digitized trains could also be controlled in a targeted manner. It is the next important step on the way to getting more goods onto the rails.
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