- TransANT consists of two parts:
- 1. Standardized flatbed (available in different lengths)
- 2. Modular design (easily exchangeable and available in a variety of different industry-specific versions)
- The most important design principles were weight optimization, standardization and modularization in production and maintenance as well as the use of high-strength structural steels.
- The TransANT is also highly suitable for classification yards as well as for automatic center buffer coupling (excluding 33 feet).
The TransANT concept is based on a natural phenomenon, namely the power of the tiny ant. The TransANT can lift many times its own weight, and the physical features of the ant are similar to the skeletal design of the flatbed railcar.
Rail freight cars in the past few decades have not been marked by much innovation, but customer requirements have trended toward a more modular design that can be used universally for different kinds of payloads. The benefits include greater flexibility, the ability to take different maintenance intervals into account and the adaptation of logistics requirements.
Yes, the creation of new industry-specific superstructures is part of the further development of TransANT. Technical adaptations are possible at any time and can be customized to meet customer specifications.
Yes, in this case the TransANT is ballasted to minimum weight. Modularization and component standardization make TransANT a true alternative to standard railcars for intermodal containers. Der Wagen kann nachträglich auch auf ein Typen geändert werden (60ft Containertragwagen wird zu einem 60 ft Ea Wagen).
The advantage of TransANT is that the superstructures can be exchanged more flexibly than on conventional rail freight cars. This means that changes to logistics or demand can be efficiently taken into account. Since the flatbed is intended for a defined service lifetime (up to/more than 30 years), superstructures can be replaced within a shorter period of time.