Optimized Terminal Design For Uft Systems In Integrated Subterranean Pipeline Infrastructure

This study investigates a schematic design for Underground Freight Transportation (UFT) system terminals with utilization of pipeline infrastructure. The initial focus of this study was the operational and construction considerations within pipelines proposed to be constructed under the highways. The UFT construction considerations, cut-and-cover versus tunneling methods, are examined and compared along three routes. This system works through underground pipelines, and the project proposed a 250-mile tunnel between the Port of Houston (POH) and a distribution center South of Dallas (SOD) and two other routes, a 4-mile line at the Laredo border as well as a line between the Port of Houston and a satellite inland terminal 15 miles away. The UFT line was controlled by the power requirements of the Linear Induction Motors (LIM) to boost fully loaded vehicles (gondolas)/capsules at the design operating speed as well as to address the safety requirements. The UFT tunnel is designed to transfer three load sizes of freights as Standard Shipping Containers, Crates, and Pallets. The schematic design of the UFT Terminal for those items is presented based on these three types of gondolas/capsules. The objective of this paper is to show how to develop a schematic design for the UFT system terminals for the three freight sizes considering. This study covers the UFT operational parameters necessary for operating the system for a 24-hour workday. Three schematic terminal designs are presented-one for each type of load, namely for standard shipping containers, crates, and pallets. Given the needed 250-mile UFT line between Houston and Dallas, this paper will show a line capacity of 2,880 containers/day/direction which would require 1,334 vehicles circulating in the line at 30-second headways. Also, the corresponding numbers of vehicles for the 15-mile Houston to inland satellite port and for the 4-mile Laredo border line are 80 and 22 vehicles, respectively. These lines would also have a capacity of 2,880 containers/day/direction for 30-second minimum headways. To satisfy these design needs, this study will present the case for all three schematic design solutions within the pipeline routes.