Showing papers on "Rail freight transport published in 2001"

Comparison of external costs of rail and truck freight transportation

Abstract: In this article we estimate external costs for four representative types of freight trains. For each type of freight train, we estimate three general types of external costs and compare them with the private costs experienced by railroad companies. The general types of external costs include: accidents (fatalities, injuries, and property damage); emissions (air pollution and greenhouse gases); and noise. Resulting private and external costs are compared with those of freight trucking, estimated in an earlier article. Rail external costs are 0.24 cent to 0.25 cent (US) per ton-mile, well less than the 1.11 cent for freight trucking, but external costs for rail generally constitute a larger amount relative to private costs, 9.3-22.6%, than is the case for trucking, 13.2%.

Train control for light rail systems on shared tracks

Abstract: New Jersey Transit (NJT) will install a light rail system along the Delaware River connecting the cities of Camden and Trenton. Light rail vehicles (LRV) will share Conrail freight trackage through 85% of the 34 mile long route; this will be one of the few freight and light rail shared traffic lines in North America. The train control system for the Southern New Jersey Light Rail Transit System (SNJLRTS) will be used by both LRT and Conrail freight trains. Significant differences in operating characteristics of light rail vehicles and freight trains, such as maximum allowed speed, length and weight of the consist, and brake rate, constitute technical problems that require unique solutions to assure effective and safe traffic for both types of vehicles. The SNJLRTS will employ a relatively simple signaling system that includes three-aspect automatic block signaling and automatic trip stops at the signals with red aspects. Block signal design will be one of the major issues associated with mixed traffic. The rules for conventional block signal design will be only partially applicable for SNJLRTS. In order to comply with internal NJT practices and Federal Railroad Administration (FRA) rules, and at the same time fulfil contract specifications requirements, unique solutions must be found for certain block signal design elements. The logic of grade crossing warning functioning will be another critical issue for mixed traffic. This paper describes the technical solutions that reconcile the LRT and freight train operational differences while designing the SNJLRTS train control system.

The action programme of uic, uip and cer 'abatement of railway noise emissions on goods trains'

Abstract: Railways are by far the most environmentally friendly means of transportation. Railway noise, especially that resulting from freight trains, poses the only relevant impact on the environment. To ensure the long-term support of rail transportation by decision makers it is necessary to remove this negative impact. The railways have therefore initiated an action programme in the UIC, CER and UIP organisations with the aim of reducing noise from freight traffic. Noise can be reduced by smooth rail surfaces which in turn are achieved either by disc brakes or - at a much lower expense - by replacing cast iron brake blocks with synthetic ones. The action programme is pursuing two major paths: Starting immediately, all new wagons are fitted with K-blocks; this possibility was accepted by the UIC in autumn of 2000. Those wagons already in service will be retrofitted with LL-blocks, which have the same braking characteristics as cast iron blocks, however still require some development. Studies comparing different noise reduction possibilities demonstrate that rolling stock improvement is much less expensive than infrastructure measures. Choosing an optimal mix of noise control measures results in significant financial savings. If the existing fleet is to be retrofitted quickly without reducing the competitiveness of the railways, the money saved by infrastructure should at least in part be used for rolling stock noise measures. Out of the STAIRRS project - which is discussed in detail in other papers at the conference - a tool will become available to determine the optimal mix of noise control measures. (A) For the covering abstract see ITRD E113232.

North dakota strategic freight analysis. item iv. heavier loading rail cars

Abstract: North Dakota's grain producers rely on an efficient rail system to move their products to export and domestic markets. In the 1999-2000 crop year, approximately 69% of all North Dakota grains and oilseeds transported to export and domestic markets were transported by rail. A recent shift to larger grain hopper cars may threaten the viability of the state's light-density branch line network. The old industry standard of 263,000-pound cars capable of hauling 100 tons of grain is being replaced with 286,000-pound cars capable of hauling 111 tons of grain. Many light-density branch lines cannot handle these larger cars, as they have light rail in place, shallow or poor ballast, and/or deferred tie maintenance. Although it is possible to load the larger rail cars at lighter weights or operate at lower speeds on such lines, railroads operating over such lines eventually will face a decision between upgrading and abandoning lines that cannot handle the 286,000-pound cars at full weight. This study simulates the impacts of handling larger rail cars on many types of rail lines, models the decision process used by railroads in deciding whether to upgrade such lines or abandon them, estimates the costs of upgrading rail lines that are unlikely to be upgraded, and estimates generalized highway impacts that could result from the abandonment of non-upgraded lines.

Movable overhead line feeding facilities

Abstract: PROBLEM TO BE SOLVED: To solve the problems of a conventional operation of sidetracking a freight train having been houled by an electric locomotive into a cargo handling track, wherein the replacement of the electric locomotive with an internal combustion locomotive such as a diesel rolling stock spends excess time, labor and the like and ends in very poor working efficiency, and the inevitable allocation of the internal combustion locomotive even to a, freight station in an electrified railroad line for the purpose of moving the freight train into the cargo handling track hinders rationalization of freight station facilities. SOLUTION: Movable overhead line feeding facilities comprise a plurality of posts erected along a railroad line, arms attached to the upper portions of the posts for circumferential turning movement on the axes and for vertical movement along the axes, an overhead line suspended from the arms, and a controller for starting or stopping feeding the overhead line.

Talgo automatic gauge change system for freight wagons

Abstract: Between 1970 and 1995, road freight transport in Europe increased by 150 per cent. Existing road infrastructures are saturated, and the environmental impact is enormous. The best solution is to promote international rail freight transport, but the efforts of the European Union to solve the bureaucratic problems at borders are not sufficient. The efficiency of the railways has to be increased, and therefore interoperability problems between the different networks have to be solved. Talgo has designed an automatic gauge change system that allows the transit of freight wagons on networks with different gauges without interruption of the journey or transfer of the freight. The first advance, demonstrating the importance of railways as an efficient means of transportation for freight, is already available. This article includes a technical description of the automatic gauge change system as well as the test carried out for its approval process.

Heavier loading rail cars

Abstract: North Dakota's grain producers rely on an efficient rail system to move their products to export and domestic markets. In the 1999-2000 crop year, approximately 69% of all North Dakota grains and oilseeds transported to export and domestic markets were transported by rail. A recent shift to larger grain hopper cars may threaten the viability of the state's light-density branch line network. The old industry standard of 263,000-pound cars capable of hauling 100 tons of grain is being replaced with 286,000-pound cars capable of hauling 111 tons of grain. Many light-density branch lines can not handle these larger cars, as they have light rail in place, shallow or poor ballast, and/or deferred tie maintenance. Although it is possible to load the larger rail cars at lighter weights or operate at lower speeds on such lines, railroads operating over such lines eventually will face a decision between upgrading and abandoning lines that cannot handle the 286,000 pound cars at full weight. This study simulates the impacts of handling larger rail cars on many types of rail lines, models the decision process used by railroads in deciding whether to upgrade such lines or abandon them, estimates the costs of upgrading rail lines that are unlikely to be upgraded, and estimates generalized highway impacts that could result from the abandonment of non-upgraded lines.