Shunting up to 1,000 t.

The Unimog leaves the factory already equipped with many features that are important for shunting operations. The hydraulic interface for rail guidance and the engine-driven power take-off for the powerful compressor of the wagon braking system are among the most important features of the 170 kW (231 hp) 2-way Unimog. In addition, the vehicle is equipped with a torque converter clutch for smooth moving off with high towing loads.

The conversion of the Unimog into a shunting vehicle was carried out by Zagro, a specialist in road-rail and shunting technology. With an integrated CAN bus safety controller, the driver can always operate the Unimog from the head of the train using a radio remote control. At the same time, this meets the high safety standards of SIL 3.

The installed screw compressor delivers a flow rate of 1,750 l/min and provides the compressed air for safely braking trailing loads of up to 1,000 t, i.e. 52 wagon axles. A specially adapted anti-slip control prevents the drive wheels from spinning during remote operation even under adverse track conditions. “Because of the high coefficient of friction between rubber and steel, it actually achieves very high towing weights,” confirms Hansen. With rail approval in accordance with BoA (Operating Regulations for Industrial Sidings), the Unimog U 423 meets all necessary railway legal requirements for operation on the AGRO-Terminal site.

Despite its impressive power, the Unimog is very quiet at work. “For us it was essential to comply with the noise protection requirements at the Heidenau site. A diesel shunting locomotive was out of the question, because we also work between 10:00 p.m. and 6:00 a.m.,” says Jes-Christian Hansen. He reports that his company was only able to meet the requirements of the Federal Immission Control Act with the Unimog. “In terms of running costs too, the Unimog is miles ahead of a shunting locomotive. That starts with fuel costs, but also concerns maintenance and spare parts availability.”