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Among those who argue against the public funding of improved intercity passenger rail in the United States, the notion that such improvements would reduce the viability of the freight rail system is frequently cited. The American freight rail network, it is argued, is one of the best in the world, able to move more goods over a longer distance than trucking can, partially because in most of the country, rail passenger services are basically nonexistent.
Most significant perhaps is the American reliance on coal as an energy source; it accounts for almost half of overall power production in this country, compared to about 16% in Europe overall (and even less in some countries like France and Spain).
More recent data suggests that the emphasis of American freight railroads on coal shipments has only become more pronounced, accounting for 47% of tons moved on the railways in 2007. Maybe European railroads carry less freight than in the US also because those railroads have been government-run and are more costly and less efficient than US freight railroads, which almost always have been privately-owned? Also… the rail lines used for coal transport are usually not the ones used for passenger transport. What is unique about the evolving face of Freight transportation is the embrace of tax dollars by Norfolk Southern and CSX to support new corridor routes in the East that specifically target containter traffic.
I think railroads are starting to see a definite benefit when federal gov invests in rail corridors that not only make them competitive with trucks for short haul container traffic but add capacity. Here is a clue: freight rail shares are decreasing and have been doing so for 40 years in Europe, despite the fact that they have been getting richer and increasing freight volumes for those 40 years. The simple fact that our rail freight shares have been so similar for nearly 100 years, and have only diverged after significant rail policy divergences, shows that our freight systems ARE comparable, regardless of how many straw men you can erect.
If you want to deny that passenger rail is the reason for their terrible freight performance, there needs to be better alternative theories. Freight modal share refers to the share of all freight transported…not the share of freight relative to passenger service on a rail line.
Believe it or not, I actually like that paper quite a bit, because there is a lot of good information in it regarding the policy differences between the two regions. But I don’t trust the conclusions from their analysis because it is entirely premised on the idea that demand for a specific form of freight transportation is not affected by relative transportation costs, and is entirely determined by the freight that gets shipped. The large developed nations with the highest freight rail mode shares (Canada, US, Russia, China) also have the lowest relative freight rates. I’m sure I would have come to the same conclusion if I had made assumptions that unrealistic, but I refuse to make those assumptions. Critiquing a static analysis with a tautological one that begs the question at hand is hilarious.
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Ultimate CouponsOur team of veteran deal shoppers and bargain hunters has been hand testing every single coupon that's on our site since 1999. In 1960 virtually every railway station in the country had its own goods yard with a daily goods train bringing in coal for the local coal merchants to deliver to our homes, new agricultural equipment and fertiliser for local farms and taking out the produce to markets in London and beyond. From here local goods trains ran to and from the bigger yards such as Woking, Guildford, Basingstoke, Eastleigh and Salisbury. In 1960 there were over 1,000,000 goods vehicles and containers on British Railways and the average turn round time of a wagon from load to load was some 10 days. However, freight revenue in 1960 was almost double the income from passenger traffic on BR. In addition to the wagons themselves we try to recreate an authentic looking train restoring appropriate loads for wagons – these including a coal crane grab from Eastleigh, cable drums from Pirelli at Eastleigh, BR "A” and "AF” type containers and a unique new build reconstruction of a BR "D” type open container. Slight variations in the BR bauxite and grey liveries to indicate the effects of weathering and aging since the last "BR” repaint. The freight train is currently timetabled to run a number of Sundays a year and at the Spring and Autumn galas.
Trucking pays fuel taxes, but those don’t cover the cost of truck wear and tear on roads compared to automobiles. Railroads received an initial subsidy in the form of huge land grants of stolen American Indian land in the 19th century. We need to reverse that — make trucks pay their fair share, and put tens of billions per year into rail infrastructure. The infrastructure for this is already in place on the trucking end; trucks increasingly use intermodal containers that may be pulled by train part of the way. We need to fund more locomotives, restore old rusting tracks, and perhaps even build new ones. A freight train or goods train is a group of freight cars (US) or goods wagons (UIC) hauled by one or more locomotives on a railway, ultimately transporting cargo between two points as part of the logistics chain. When considered in terms of ton-miles (tonne-kilometers) hauled per unit of consumed energy, rail transport is more efficient than other means of transportation. Many rail systems have turned to computerized scheduling for trains which has helped add more train traffic to the rails. Traditional transport of manufactured goods was with boxcars (US) or covered goods wagons (UIC & UK), where the goods were manually loaded and unloaded off the wagon. There are also many other types of wagon, such as "low loader" wagons for transporting road vehicles; there are refrigerator vans for transporting food, simple types of open-topped wagons for transporting minerals and bulk material such as coal, and tankers for transporting liquids and gases. Freight trains are sometimes illegally boarded by individuals who do not wish, or do not have the money, to travel by ordinary means, a practice referred to as "hopping." Most hoppers sneak into train yards and stow away in boxcars. Containerization is a system of intermodal freight transport cargo transport using standard shipping containers (also known as 'ISO containers' or 'isotainers') that can be loaded and sealed intact onto container ships, railroad cars, planes, and trucks. Use of the same basic sizes of containers across the globe has lessened the problems caused by incompatible rail gauge sizes in different countries. Most flatcars (US) or flat wagons (UIC) cannot carry more than one standard 40 foot container on top of another because of limited vertical clearance, even though they usually can carry the weight of two. Hopper cars are freight cars used to transport loose bulk commodities such as coal, ore, grain, track ballast, and the like.
Several types of cargo are not suited for containerization or bulk; these are transported in special cars custom designed for the cargo. Automobiles are stacked in open or closed autoracks, the vehicles being driven on or off the carriers. Goods that require certain temperatures during transportation can be transported in refrigerator cars (or reefers - US) or refrigerated vans (UIC), but refrigerated containers are becoming more dominant.


A picture of a P&O Nedlloyd inter-modal freight well car at Banbury station in the year 2001.
A "liner train", or "freightliner", is a UK term for a train carrying intermodal containers.[12] The name was coined by Richard Beeching in the 1960s, and later became the Freightliner sector of British Rail.
Rail transport in Central America — consists of several isolated railroad lines with freight or passenger service.
Rail transport in Oregon — Rail transport is an important element of the transportation network in the state of Oregon. Rail transport in South Africa — is arguably the most important piece of the country s transportation infrastructure.
The argument goes like this: Passenger and freight rail are in competition for the same infrastructure, so encouraging people to ride the trains would make it more difficult to transport their goods. The decreasing use of intercity passenger rail in the second half of the 20th Century appeared to correspond with an increase in freight by train. Since 1995, the rail share for freight in Europe has declined from 20 to 17% while it has increased from 33 to 38% in the U.S. Related is the fact that Europeans simply consume less energy — less than half as much on a per-capita basis and almost as little even in the wealthiest countries like Germany. Wyoming, of all states, is the leading state for outbound shipments of freight… because of the coal that originates there. The ease of moving goods on the European coast means far more goods there move on the sea than in the U.S. Rather, the evidence suggests that the reasons for Europe’s differences are multifarious in origin, with the effects of access by passenger trains only playing a minor role. However, it s not the handling of the link and hook couplers which is the problem (definitely not when we are looking at block trains). No idea how much is transported on European waterways, but there’s a good network for heavy goods, mostly from France to the Russian border or the Black Sea, also connecting major sea ports. Passenger and freight receipts in the UK were about even for most of the 19th century, whereas freight receipts in the US during that time typically amounted to 10 times the revenue from passenger service.
That assumption alone is almost egregious enough to throw the entire analysis out the window. A relatively costly rail system will push far more heavy freight (the real mover in ton-miles metrics) to barges and container ships than it will to roads.
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Butter, timber, beer, cattle, fruit, grain, wine, meat, oil, manure, cement, chocolate, watercress and almost anything else you can think of was carried by the local goods train. Here the wagons were shunted out into the next stage of their journey to Nine Elms, the massive Feltham marshalling yard, Exmouth Junction, Southampton docks or indeed off the Southern to other marshalling yards at Willesden, Brent, Temple Mills, Bescot, Tinsley and Severn Tunnel Junction.
It may not have been particularly efficient compared to today and indeed many country goods yards only handled a few wagons a week. Here most of the wagons running today have been restored, and are maintained, by about 20 working volunteers. It is also used for Footplate Experience days and photo charters – currently running in total around 600 miles a year. Steel wheels on steel tracks minimize friction compared to trucks, and the ability to hook car after car and carry more freight per locomotive than a truck also provides an energy advantage. Highways and bridges are built to truck standards, requiring much more expense than if they carried cars alone. We need to switch 85% or more of heavy truck freight miles to rail, sending freight only the final 50 miles via truck. We need to build new freight yards, so that more destinations have freight stops near them. Trains may haul bulk material, intermodal containers, general freight or specialized freight in purpose-designed cars. Overall, most businesses ship their products by rail if they are shipping long distance because it is cheaper to ship in large quantities by rail than by truck; however shipping remains a viable competitor where water transport is available. During the 1960s containerization has made this extra level of labour-intense work unnecessary; while the containers must be moved onto or off the wagons with cranes, the content in the container remains constant from sender to receiver.
In some countries rolling highway trains are used; trucks can drive straight onto the train and drive off again when the end destination is reached.
Most coal and aggregates are moved in hopper wagons that can be filled and discharged rapidly, to enable efficient handling of the materials. Bolder hoppers will catch a train "on the fly," that is, as it is moving, leading to occasional fatalities, some of which go unrecorded.
This type of car is distinguished from a gondola car (US) or open wagon (UIC) in that it has opening doors on the underside or on the sides to discharge its cargo. This was sold off as a private enterprise, Freightliner, in 1995, as part of the privitisation of BR.
Comparative Evaluation of Rail and Truck Fuel Efficiency on Competitive Corridors p4 Federal Railroad Administration, 19 November 2009. The Australian rail network consists of a total of 33,819 km of track of three major gauges, of which 2,540 km is electrified.
The most famous one is Panama Canal Railway Company, the oldest transcontinental railroad in the world, connecting Panama City with Colon since 1855. All major cities are connected by rail, and South Africa s railway system is the most highly developed in Africa. It provides freight service on three main lines, 1018 km total, which connect Riyadh with Persian Gulf port of Dammam. The end result could be a minor improvement in passenger mode share towards the railways and a significant mode shift of freight away from the railways, to the highways. The European emphasis on passenger rail suggests a negative influence on freight rail, which implies that if the U.S. For historical and logistical reasons, coal can be moved more efficiently by train, which explains a large share of the difference between American and European freight transport patterns. But that is no success story in itself, since renewable forms of power production require no forms of material movement to and from production facilities.


In other words, the lack of a really strong freight rail system cannot be easily attributed to the existence of well-performing passenger trains. Implementing improved passenger rail networks on existing corridors cannot be done easily, nor should it interfere with the ability of existing freight companies to operate (even if they are transporting coal…).
The real borders in railways are the different legacy systems (line voltage is only a minor of them; signalling systems and operation rules are much more a hindrance to cross-border operation. And highways are not funded entirely by gas taxes — income and property taxes also pay for maintenance and improvements. We need to install new switches, and build new switch yards so that lower cost per mile is not undone by indirect routes requiring more miles between start and destination.
However, rail freight is often subject to transshipment costs, which may exceed that of operating the train itself, a factor that practices such as containerization aim to minimize. This meant that freight had to be shipped through a goods station, sent by train and unloaded at another goods station for onward delivery to another factory.
Economics of scale are achieved because less labor and energy is required to haul the same amount of cargo. The use of container trains in all these countries makes trans-shipment between different gauge trains easier.
But if the rail line has been built with sufficient vertical clearance, a double-stack car can accept a container and still leave enough clearance for another container on top. It saved shippers money and now accounts for almost 70 percent of intermodal freight transport shipments in the United States, in part due to the generous vertical clearances used by U.S. The development of the hopper car went along with the development of automated handling of such commodities, with automated loading and unloading facilities. Daqin Railway transports more than 1 million tonnes of coal to the east sea shore of China every day and in 2009 is the busiest freight line in the world[11] Such economies of scale drive down operating costs.
In railway enthusiasts' slang, "freightliner" or "liner" may mean either intermodal services run solely by Freightliner, or intermodal services in general.
And European countries need to do more to guarantee the movement of freight on railways, which are more efficient than their truck-based counterparts. On flat lines, you may get up to 2000 metric tons which can be handled, for mountainous lines, you end up with about 1400 metric tons as maximum.
Do you really think that some day Europe is going to hit some breaking point (maybe 6.5MM ton-miles?) where 30% of their freight will just magically shift to rail? There are around 30 wagons (plus containers) which can run in the demonstration Freight trains. But in terms of shipping, most economic advantages trucks have over trains are due to perverse tax and subsidy structures whereby freight trains actually have to help pay for trucks.
Rail freight companies pay fuel, property, and income taxes, but they receive almost no infrastructural support in return.
When lorries (trucks) replaced horses it was often economic and faster to make one movement by road. In other countries, the tractor unit of each truck is not carried on the train, only the trailer.
This usually precludes operation of double-stacked wagons on lines with overhead electric wiring. In order to consume what we consume, Americans rely on goods that are moved longer distances. Such trains are less efficient (if you look at a simple train) than 4000 to 8000 metric tons monsters. However, as the length limit of the run round loop at Alton is 21 standard length wagons, they cannot all run at once! However, shipment by rail is not as flexible as by highway, which has resulted in much freight being hauled by truck, even over long distances. In the United States, particularly in the West and Mid-West towns developed with railway and factories often had direct rail connection. Piggy back trains are the fastest growing type of freight trains in the United States, where they are also known as trailer on flat car or TOFC trains. However, the Betuweroute, which was planned with overhead wiring from the start, has been built with tunnels that do accommodate double-stacked wagons so as to keep the option to economically rebuild the route for double stacking in the future. Open cars are used for commodities such as coal, which can get wet and dry out with less harmful effect. But this does mean that there is plenty of scope to alter the rake of operational wagons as required. Despite the closure of many minor lines carload shipping from one company to another by rail remains common. There are also roadrailer vehicles, which have two sets of wheels, for use in a train, or as the trailer of a road vehicle. Hopper cars have been used by railways worldwide whenever automated cargo handling has been desired. Rotary car dumpers simply invert the car to unload it, and have become the preferred unloading technology, especially in North America; they permit the use of simpler, tougher, and more compact (because sloping ends are not required) gondola cars instead of hoppers. The difference is heard in the throttlewhen a freight train starts, the train backs to compress the couplers, then moves forward. The following cars repeat this, resulting in coupler sound effects rippling down the line of trains. This is distinct to freight trainsoften freight trains are used in TV and movies in place of passenger trains. There was no way to judge the speed of the trains except by eye as they approachedI needed to accommodate for ambient traffic and planes. I was remote so at least there wouldn’t be crowd interferenceI only had a rough train schedule. Boxcars, tankers and livestock cars all sound different when passing, resulting in train passes with life and characterit was important to keep recording long after the train departed.



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