Relevant bibliographies by topics / Rail transportation and freight services

Academic literature on the topic 'Rail transportation and freight services'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Rail transportation and freight services"

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Strale, Mathieu. "High-Speed Rail for Freight: Potential Developments and Impacts on Urban Dynamics." Open Transportation Journal 10, no. 1 (April 30, 2016): 57–66. http://dx.doi.org/10.2174/1874447801610010057.

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At present, high-speed rail is used only as a mode of passenger transport. Yet, the acceleration of logistics and freight transport flows could be compatible with high-speed rail capabilities. This article examines the experiences, literature and prospects of high-speed rail for freight. It uses three hypotheses to evaluate the development of freight high-speed rail services in Europe. The article concludes by describing the potential impacts on urban dynamics. It appears that the potential of freight high-speed rail services is limited in Europe, because of logistical constraints and network capabilities. Nevertheless, policies followed in Europe may change the situation.
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ZAINUDDIN, NIZAMUDDIN, TAN YONG SOON, CHIANG SHUN LONG, and NORITA DERAMAN. "RAIL FREIGHT SERVICES UTILIZATION IN MALAYSIA." Quantum Journal of Social Sciences and Humanities 2, no. 6 (December 9, 2021): 104–12. http://dx.doi.org/10.55197/qjssh.v2i6.113.

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Due to the development of international and domestic trade, the growing important of related freight transport services is increasingly. This paper is intended to discuss the factors affecting the utilization of rail freight services in Malaysia. Three factors were identified which include price, time, location and physical. The data are obtained through a questionnaire which has been structured accordingly and distributed to the respondents. The sample collected were 103 through online questionnaire survey. In this study, the data are analysed using descriptive, normality, reliability, and multiple linear regression. All independent variables such as price, time, location and physical were found to show have significant relationship with the utilization of rail freight services in Malaysia. Although sample collected were from different background, but majority were collected in Western Malaysia, may not represent the entire haulage operator and freight customer in Malaysia. The duration of the study further increases the limitation whereby only 3 to 4 months to complete the entire research. Resources in related fields are limited. The use of rail freight services requires more investment, resources, and costs. Finally, the study's findings should help shifting the preference among haulage companies in the use of rail transportation in an effective, efficiency and environmentally friendly way, to increase the utilization rate of rail freight services in Malaysia. This study increases haulage operator and freight customer knowledge and awareness regarding the adoption of rail freight services. This study also encourages the haulage operator and consumer to use sustainable rail transport services. The paper marks an early contribution to the study on factors that affect the utilization of rail freight services in Malaysia.
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Nugroho Utomo. "RAILWAY STRUCTURES PERFORMANCE DUE TO FREIGHT INTERMODAL SERVICE AT BOJONEGORO – KALITIDU ROUTE." CI-TECH 2, no. 01 (April 30, 2021): 30–36. http://dx.doi.org/10.33005/ci-tech.v2i01.30.

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Goods movement using container are quite efficiently assessed because it can carry a great amount of goods fit to container capacity. Freight transportations is a primary component of all supply-chain and logistics systems, but in contrary using a truck as its transportation means causing many problems such as air and noise pollutions, traffic congestions, road accidents and road damage. Depart from this facts, so government is looking for another means of freight transporter which more efficient with a bigger load capacity advantages. This options goes to train as a solutions of intermodal freight transportations lack. In order to supporting intermodal freight transportations, right now double track of railway is available for Jakarta – Surabaya route (Northern line route). By now, noted that freight transportation with double track railway frequency is potentially increase to 15 trip per days with capacity 500 TEU (Twenty feet Equivalent Units) per days and fuel consumptions (with truck) can be thrifted into 115 kl per days also reducing carbon monoxide emission amounts 350 tons per days. According with an official statements from Directorate General of Railways, Ministry of Transportations, explained that Jakarta – Bojonegoro route on double track railway is fully operated so this paper is conducted to determining feasibility of railway structure performance due to freight intermodal transportations at Bojonegoro – Kalitidu route. Railway structure performance feasibility is observed from loading distributions, rail strength, rail sleeper strength, and railway subgrade endurance to planned freight trains. As a result of this research obtained that tension force that occurred on rail is 830,10 kg/cm2 < permitted tension on rail (first class rail) 1325 kg/cm2. So, tension force that occurred on rail is safe. Moment force that occurred on rail bottom is 14521,25 kg.cm < permitted moment force (150.000 kg.cm) Moment force that occurred in the middle of rail sleeper is 58993,978 kg.cm < permitted moment force (93000 kg.cm). Tension force that occurred on above railway subgrade (σ2) is 4,17 kg/cm2 < qu (29,671 kg/cm2). It means that railway subgrade is capable to supporting load of freight transportation operations along Bojonegoro – Kalitidu route.
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Krykavskyy, Yevhen, and Kateryna Stasiuk. "Railway freight transportation liberalization as a solution for improving client services quality." SHS Web of Conferences 67 (2019): 03007. http://dx.doi.org/10.1051/shsconf/20196703007.

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Scientific approaches for defining liberalization as a priority trend in rail transport development has been generalized. The main liberalization purpose and goals have been revealed and systematized. The international experience in rail freight traffic liberalization has been analyzed and conclusions about its efficiency have been made based on statistical data. The basic prerequisites for performing the reformation of rail freight transport in Ukraine by means of liberalization have been revealed. The existing form of transportation process organization at JSC "Ukraine Railways" has been described. A thorough analysis of statistical data characterizing the operational results of the main railway enterprise in Ukraine has confirmed existing problems in the industry that can be resolved through the liberalization process. A survey has been conducted for the main railway customers and a conclusion based on the obtained results has been made considering liberalization necessity for improving customer service quality. A plan of further actions for freight transport liberalization has been proposed.
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Dablanc, Laetitia. "Regional policy issues for rail freight services." Transport Policy 16, no. 4 (August 2009): 163–72. http://dx.doi.org/10.1016/j.tranpol.2009.05.003.

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Palšaitis, Ramūnas, and Andrejus Ponomariovas. "Assessment of Rail Freight Transport Service Quality." Transport and Telecommunication Journal 13, no. 3 (January 1, 2012): 188–92. http://dx.doi.org/10.2478/v10244-012-0015-7.

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Assessment of Rail Freight Transport Service Quality Investigations show a growth of requirements for goods transportation quality by rail. There is a need to analyse in details goods transportation system by rail to meet requirements of market and give extra boost to development transportation service quality. The purpose of the current article is to give a partial overview about the experts, freight forwarders and customers' survey results. The analysis of customers' answers showed that they are not fully satisfied with quality of the service. It was identified that freight forwarders and other transportation service providers must carry out regular self-assessment of performance against defined criteria of service. Clear and united criteria of cargo transportation quality by rail will make easier to choose transport mode, transport means and route. The survey data and literature analysis showed that there is a vast range of criteria to be proposed for rail service quality evaluation, but no one of the models is prevailing. The analysis showed that most often the mentioned criteria are linked with the information, rolling stock, reliability and punctuality.
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Olencevich, Viktoriya, and Natal'ya Vlasova. "ASSESSMENT OF SATISFACTION WITH THE QUALITY OF SERVICES FREIGHT RAIL TRANSPORT." Modern Technologies and Scientific and Technological Progress 1, no. 1 (May 17, 2021): 187–88. http://dx.doi.org/10.36629/2686-9896-2021-1-1-187-188.

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O’Rourke, Laurence. "Impact of Differential Pricing on Barge Freight Transportation." Transportation Research Record: Journal of the Transportation Research Board 1820, no. 1 (January 2003): 11–16. http://dx.doi.org/10.3141/1820-02.

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Through the Staggers Rail Act (1980) and the Railroad Revitalization and Regulatory Reform Act (1976), Congress deregulated railroad pricing to improve the financial health of the industry. Deregulation legalized differential pricing—the policy of charging customers different prices according to their willingness to pay. While the railroads have returned to profitability, shippers have been angered by railroad pricing strategies that are seen as abusive. Railroads have refused to quote rates to competing transportation facilities or have set prices to divert traffic onto the rail network. An economic measurement of the impact of differential pricing of rail services on barge transportation in the Ohio River Basin is provided by constructing a model to predict freight traffic volumes at barge terminals in the Ohio River Basin.
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Szaciłło, Lucyna, Miroslaw Krześniak, Dobromir Jasiński, and David Valis. "The use of the risk matrix method for assessing the risk of implementing rail freight services." Archives of Transport 64, no. 4 (December 31, 2022): 89–106. http://dx.doi.org/10.5604/01.3001.0016.1185.

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The article presents a proposal for the use of a risk matrix for assessing the safety of the implementation of rail freight transport. The starting point for considerations related to risk assessment is the conditions arising from the business need and the obligation of entities operating in the railway market to ensure the safety of the implementation of freight tasks. The authors presented selected literature within the framework of the issues discussed. The layers of risk assessment, which include the analytical layer, the decision layer and the elimination layer, indicate the possibility of considering the problem of risk assessment from different perspectives. The identification of direct causes and consequences of undesirable events during the implementation of rail freight transport was also made. The article describes one of the methods of risk management which is the risk matrix. The authors stressed that the construction of a risk matrix should be preceded by an analysis of the factors that affect the safety of rail transportation. This is possible by determining their probability of occurrence and setting values for the consequences of adverse events. The article divides the assignment of levels of adverse events to a five-level risk matrix (slight, low, medium, high, very high). Also presented is a case study considering the risk assessment of rail freight transport in Poland using the risk matrix method for railway accidents in the area of railway lines. Thanks to the development of the risk matrix, a risk management strategy can be used. The last part of the article is a summary, which highlights the possibility of applying the presented approach to risk assessment among entities operating in the rail transport market.
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Zhao, Yi, Qingwan Xue, Zhichao Cao, and Xi Zhang. "A Two-Stage Chance Constrained Approach with Application to Stochastic Intermodal Service Network Design Problems." Journal of Advanced Transportation 2018 (December 24, 2018): 1–18. http://dx.doi.org/10.1155/2018/6051029.

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Compared with traditional freight transportation, intermodal freight transportation is more competitive which can combine the advantages of different transportation modes. As a consequence, operational research on intermodal freight transportation has received more attention and developed rapidly, but it is still a young research field. In this paper, a stochastic intermodal service network design problem is introduced in a sea-rail transportation system, which considers stochastic travel time, stochastic transfer time, and stochastic container demand. Given candidate train and ship services, we develop a two-stage chance constrained programming model for this problem with the objective of minimising the expected total cost. The first stage allows for the selection of operated services, while the second stage focuses on the determination of intermodal container routes where capacity and on-time delivery chance constraints are presented. A hybrid heuristic algorithm, incorporating sample average approximation and ant colony optimisation, is employed to solve this model. The proposed model is applied to a realistic intermodal sea-rail network, which demonstrates the performance of the model and algorithm as well as the influence of stochasticity on transportation plans. Hence, the proposed methodology can improve effectively the performance of intermodal service network design scheme under stochastic conditions and provide managerial insights for decision-makers.
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Dissertations / Theses on the topic "Rail transportation and freight services"

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Woodburn, Allan G. "The role of logistical structure in the development of rail freight services in Great Britain." Thesis, Edinburgh Napier University, 2000. http://researchrepository.napier.ac.uk/Output/4875.

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Modal shift from road to rail for freight movements is a potential means by which the negative environmental and social impacts of such transport can be reduced. As such it features strongly in contemporary transport policies in Great Britain. This thesis examines the interactions between logistical structure and freight modal choice, to determine the extent to which rail's mode share is likely to be increased. The research assesses the influence of recent logistical changes both within companies and along supply chains on mode choice and identifies the likelihood of future changes resulting in greater rail usage. A combined approach involving a postal questionnaire survey and in-depth company interviews was adopted. Further, to consider the interactions between the supply of rail freight services and their level of uptake, original databases of rail freight services at the disaggregated level have been constructed and analysed for the years 1991, 1997, 1998, 1999 and 2000. The research thus provides a greater understanding of the importance of modal choice in individual firms' logistical decision-making processes, as well as through supply chains from source to customer. Key logistical issues that have affected, and are likely to affect, mode choice are identified and utilised to assess the potential for rail. Significant potential for modal shift is found to exist though many obstacles are also identified for many types of movement, relating to both supply- and demand-side factors. The importance of a coherent transport policy to deal with these obstacles to allow rail freight to meet its potential is highlighted.
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Feng, Yazhe. "Distribution Planning for Rail and Truck Freight Transportation Systems." Diss., Virginia Tech, 2012. http://hdl.handle.net/10919/77140.

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Rail and truck freight transportation systems provide vital logistics services today. Rail systems are generally used to transport heavy and bulky commodities over long distances, while trucks tend to provide fast and flexible service for small and high-value products. In this dissertation, we study two different distribution planning problems that arise in rail and truck transportation systems. In the railroad industry, shipments are often grouped together to form a block to reduce the impact of reclassification at train yards. We consider the time and capacity constrained routing (TCCR) problem, which assigns shipments to blocks and train-runs to minimize overall transportation costs, while considering the train capacities and shipment due dates. Two mathematical formulations are developed, including an arc-based formulation and a path-based formulation. To solve the problem efficiently, two solution approaches are proposed. The sequential algorithm assigns shipments in order of priority while considering the remaining train capacities and due dates. The bump-shipment algorithm initially schedules shipments simultaneously and then reschedules the shipments that exceed the train capacity. The algorithms are evaluated using a data set from a major U.S. railroad with approximately 500,000 shipments. Industry-sized problems are solved within a few minutes of computational time by both the sequential and bump-shipment algorithms, and transportation costs are reduced by 6% compared to the currently used trip plans. For truck transportation systems, trailer fleet planning (TFP) is an important issue to improve services and reduce costs. In this problem, we consider the quantities and types of trailers to purchase, rent, or relocate among depots to meet time varying demands. Mixed-integer programming models are developed for both homogeneous and heterogeneous TFP problems. The objective is to minimize the total fleet investment costs and the distribution costs across multiple depots and multiple time periods. For homogeneous TFP problem, a two-phase solution approach is proposed. Phase I concentrates on distribution costs and determines the suggested fleet size. A sweep-based routing heuristic is applied to generate candidate routes of good quality. Then a reduced mathematical model selects routes for meeting customer demands and determines the preferred fleet size. Phase II provides trailer purchase, relocation, and rental decisions based on the results of Phase I and relevant cost information. This decomposition approach removes the interactions between depots and periods, which greatly reduces the complexity of the integrated optimization model. For the heterogeneous TFP problem, trailers with different capacities, costs, and features are considered. The two-phase approach, developed for the homogeneous TFP, is modified. A rolling horizon scheme is applied in Phase I to consider the trailer allocations in previous periods when determining the fleet composition for the current period. Additionally, the sweep-based routing heuristic is also extended to capture the characteristics of continuous delivery practice where trailers are allowed to refill products at satellite facilities. This heuristic generates routes for each trailer type so that the customer-trailer restrictions are accommodated. The numerical studies, conducted using a data set with three depots and more than 400 customers, demonstrate the effectiveness of the two-phase approaches. Compared to the integrated optimization models, the two-phase approaches obtain quality solutions within a reasonable computational time and demonstrate robust performance as the problem sizes increase. Based on these results, a leading industrial gas provider is currently integrating the proposed solution approaches as part of their worldwide distribution planning software.
Ph. D.
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Bonsra, Kunal (Kunal Baldev), and Joseph Harbolovic. "Estimation of run times in a freight rail transportation network." Thesis, Massachusetts Institute of Technology, 2012. http://hdl.handle.net/1721.1/77458.

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Thesis (M. Eng. in Logistics)--Massachusetts Institute of Technology, Engineering Systems Division, 2012.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 49-51).
The objective of this thesis is to improve the accuracy of individual freight train run time predictions defined as the time between departure from an origin node to arrival at a destination node not including yard time. A correlation analysis is conducted to identify explanatory variables that capture predictable sources of delay and influence run times for use in a regression model. A regression model is proposed utilizing the following explanatory variables: rolling historical average, congestion window, meets, passes, overtakes, direction, arrival headway, and departure headway to predict train run times. The performance of the proposed regression model is compared against a baseline simple historical averaging technique for a two year period of actual train operational data. The proposed regression model, though subject to specific limitations, offers substantial improvements in accuracy over the baseline technique and is recommended as justifying further exploration by the railroad to ultimately enable more accurate train schedules with subsequent improvements in railroad capacity, customer service, and asset utilization.
by Kunal Bonsra and Joseph Harbolovic.
M.Eng.in Logistics
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Brand, Richard Riese. "An evaluation of the carrier selection process for freight transportation services." Connect to resource, 1986. http://rave.ohiolink.edu/etdc/view.cgi?acc%5Fnum=osu1271853237.

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Ndembe, Elvis Mokake. "Derived Demand for Grain Freight Transportation, Rail-Truck Competition, and Mode Choice and Allocative Efficiency." Diss., North Dakota State University, 2016. https://hdl.handle.net/10365/28040.

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The demand for grain freight transportation is a derived demand; consequently changes in the grain supply chain in production and handling, and those in the transportation domain will affect the demand for grain transportation. The U.S. transportation industry (e.g. railroad and trucking), and the grain supply chain in general have witnessed structural changes over the years that have potential long-run implications for demand, intermodal competition, and grain shippers mode choices both nationally and regionally. Deregulation of the railroad and trucking industries initiated innovations (e.g. shuttle trains) that have revolutionized the way grain is marketed. These and other related trends in agriculture including bioenergy suggest a dynamic environment surrounding grain transportation and the need to revisit agricultural transportation demand and evaluate changes over time. A majority of freight demand studies are based on aggregate data (e.g. regional) due to lack of disaggregate data. Aggregation of shippers over large geographic regions leads to loss of information with potential erroneous elasticity estimates. This study develops a method to estimate transportation rates at the grain elevator level to estimate a shipper link specific cost function for barley, corn, durum, hard red spring wheat, and soybeans shippers. The aim of this study is to assess and characterize the nature of rail-truck competition for the transportation of five commodities over distance and time as well as to assess whether North Dakota grain shippers? mode choices reflect an allocatively efficient mix assuming the choice of mode is based on shipping rates. Our findings indicate that in general, rail dominates most of the grain traffic, however, the degree of dominance is variable by commodity. Additional findings suggest that grain shippers utilize more rail than they would if they chose modes based on rates. This may suggest unmeasured service quality advantages of rail in comparison to truck.
Upper Great Plains Transportation Institute (UGPTI)
Upper Great Plains Transportation Institute (UGPTI)
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Sigut, Julius. "Road-rail intermodal terminals : modelling of operating performance." Thesis, Queensland University of Technology, 1995. https://eprints.qut.edu.au/36239/1/...%2036239_Sigut_1995.pdf.

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Road-rail transfer facilities ( or terminals, as they are referred to), represent a significant component of intermodal transportation. The term "intermodal" refers to the combination of two or more different modes used in transportation process of freight, in case of this study taking place between the road and the rail. The complexity of intermodal transportation has created a considerable demand for extensive application of computer modelling of its operations. Intermodal infrastructure represents a multimillion dollar capital investment, the utilisation of which has to be closely monitored. In recent years some innovative technologies have found their way into intermodal and some of them have been implemented with a various degree of success. One of those successful innovations is a system commonly known as RoadRailer. Its main features are bimodal trailers with the capability of being hauled on road as well as on rail. The research presented here includes the development of simulation models which are used to evaluate the operating performance of road-rail intermodal terminals. Two main types of terminals are modelled, namely: conventional container transfer facilities and RoadRailer trailer port facilities. The results of changing key operating resources and the incidence of trailer breakdowns have been tested using the simulation models developed as part of this thesis. Operations of other types of terminals and/or their combinations (for example sea-rail) are not the subject of this work. 960 detailed observations of important operations activities were made by the author during the research. The data collected were analysed to find the appropriate type of statistical data distribution. The Chi-Square test was performed to determine the best-fit line, with the conclusion, that the Erlang distribution was chosen correctly (Chapter 4.4 and Appendix F). The RoadRailer model described in Chapter 6 was developed as a mean of assessment of the new extended Adelaide RoadRailer terminal operation expected to commence from 1 March 1994. Data representing real-life operating performance were to be collected in due course, evaluated and used for the calibration of that model. However, due to changed ownership of RoadRailer trailers and interstate operating rights (which resulted in cessation of the interstate operation), the forecast scope of operation has not been realised. Thus the necessary data have not become available for the planned model calibration. An alternative approach had to be adopted, resolving the absence of data. A comparison of results achieved under the past limited scale of operations, with that given by the model, was performed. The RoadRailer terminal operation can take place under different set of conditions which influence the final result. The impact of specific conditions is investigated in depth in the model described in Chapter 6. The results thus obtained provide to the best knowledge of the author the first successful attempt in Australia to use computer simulation in modelling RoadRailer terminal operation. Dynamic simulation was found to be a very efficient tool for investigation/modelling of intermodal operations, both conventional and RoadRailer. As such it can be recommended for practical application whenever a number of factors with variable parameters of performance have to be considered The investigation of a Conventional terminal operation has proved the container manipulations (it means loading, unloading, transferring and storage manipulations from road to rail and vice versa) to be more efficient/productive than RoadRailer manipulations performed under a comparable set of operating conditions. However, it is recommended that a decision about the right choice between these two technologies be made according to marketing objectives and results of a detailed comparison of infrastructure capital costs. The close investigation of RoadRailer terminal operations has revealed a considerable impact of the number of resources deployed and the trailer breakdown ratio upon the performance reliability. If a performance commensurate with the best world standards is targeted, while sustaining a high breakdown ratio, then a relatively high level of resources have to be used. Reliability of trailers has been proved as a very important issue. The technical complexity of trailer design raises the possibility of trailer breakdowns unless an efficient preventive maintenance system is put in place. With the breakdown ratio grater than 5% it is highly recommendable that a dedicated repair crew be used. If the ratio exceeds 10% then successful performance is not achievable without such a crew, especially in the long run. These results have nevertheless to be considered as valid for the particular operating environment and as such do not claim general validity. After setting out the results obtained using the terminal models, several topics closely associated with the operating performance of road-rail terminals are discussed in Appendices. These are based on the experience of the author and Australian National. In Appendix G the key performance factors for a terminal are discussed, and associated performance indicators are put forward. In Appendix H the types of lifting equipment commonly used in terminals are described together with their main advantages and drawbacks. The strong relationship between the linehaul and terminal components of the overall road-rail intermodal task is highlighted with respect to customer service variables in Appendix I.
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Guerrero, Rosero Esteban. "Improved Selection Support of Transport Services in Intermodal Transportation." Thesis, Malmö högskola, Fakulteten för teknik och samhälle (TS), 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:mau:diva-20471.

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In intermodal freight transport context, the selection process of appropriated transport services that fit with user requirements is a big challenge, this master thesis project analyze different alternatives to improve that process based on reputation information of transport providers. Reputation is a social abstract concept which is analyzed in this research establishing a categorization of reputation parameters in the freight transportation context. Using this categorization is proposed two different architectures of reputation systems to manage the sources and processing of this kind of data. This project is based on a framework to develop generic system architecture for intermodal transport management based on previous European efforts.
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Tse, Yu-yuk. "A study of public passenger transport integration : with special reference to rail services /." Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25263080.

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Mahapatra, Subrat. "Analysis of routing strategies in air transportation networks for express package delivery services." College Park, Md. : University of Maryland, 2005. http://hdl.handle.net/1903/2688.

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Thesis (M.S.C.E. ) -- University of Maryland, College Park, 2005.
Thesis research directed by: Civil Engineering. Title from t.p. of PDF. Includes bibliographical references. Published by UMI Dissertation Services, Ann Arbor, Mich. Also available in paper.
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Jindrová, Veronika. "Analýza nákladní železniční dopravy v Evropě." Master's thesis, Vysoká škola ekonomická v Praze, 2015. http://www.nusl.cz/ntk/nusl-263835.

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The aim of the thesis is to analyse the status of the rail freight transport in Europe in the sense of its competitiveness on the transport market. The analysis is based on the identification of main barriers that characterise European rail freight and the extent of technological and legislative harmonisation across Europe. The status of the rail freight transport is also explored on the basis of the volume of goods transported by rail in European countries as well as on the comparison with road transport. In order to get the realistic idea about this issue the thesis focuses also on the main Czech rail carrier, ČD Cargo, a.s. and their realized transportations.
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Books on the topic "Rail transportation and freight services"

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Vachal, Kimberly J. Regional elevator transportation: Market decisions and rail service. Fargo, N.D.]: Upper Great Plains Transportation Institute, North Dakota State University, 2012.

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Office, General Accounting. Intermodal freight transportation: Combined rail-truck service offers public benefits, but challenges remain : report to the Committee on Public Works and Transportation, House of Representatives. Washington, D.C: The Office, 1992.

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Railroads for rent: The local rail service assistance program. Bloomington: Indiana University Press, 1986.

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United States. Congress. Senate. Committee on Commerce, Science, and Transportation. Freight rail service: Improving the performance of America's rail system : hearing before the Committee on Commerce, Science, and Transportation, United States Senate, One Hundred Thirteenth Congress, second session, September 10, 2014. Washington: U.S. Government Publishing Office, 2015.

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Rail competition and service: Hearing before the Committee on Transportation and Infrastructure, House of Representatives, One Hundred Tenth Congress, first session, September 25, 2007. Washington: U.S. G.P.O., 2007.

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S, Sriraman, ed. Disequilibrium in rail freight services. Delhi: Ajanta Publications, 1985.

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(Canada), National Transportation Act Review Commission. Accessing continental rail networks. [Ottawa]: National Transportation Agency of Canada, 1992.

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Vachal, Kimberly J. Factors affecting rail car supply. Fargo, N.D: Upper Great Plains Transportation Institute, North Dakota State University, 2001.

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Forkenbrock, David J. External costs of truck and rail freight transportation. Iowa City, Iowa: Public Policy Center, University of Iowa, 1998.

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American Association of State Highway and Transportation Officials. Transportation: Invest in America : freight - rail bottom line report. [Washington, D.C.]: American Association of State Highway and Transportation Officials, 2002.

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Book chapters on the topic "Rail transportation and freight services"

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Aditjandra, Paulus T., Thomas H. Zunder, Dewan Md Zahurul Islam, and Roberto Palacin. "Green Rail Transportation: Improving Rail Freight to Support Green Corridors." In Green Transportation Logistics, 413–54. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-17175-3_12.

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Mittal, Tanya, and Paulose N. Kuriakose. "Intermodality—Towards Enhancing Rail Freight Transportation Prospects." In Railway Transportation in South Asia, 153–77. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-76878-2_9.

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Licciardello, Riccardo, and Stefano Ricci. "Present and Future of Rail Freight: Problems and Challenges." In Modern Trends and Research in Intermodal Transportation, 405–49. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-87120-8_9.

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Roy, Stabak, and Saptarshi Mitra. "Rail Freight Transport System in Tripura: An Analysis of Performances and Prospects." In Railway Transportation in South Asia, 103–30. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-76878-2_7.

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Panicker, Vinay V., C. S. Aryadutt, and K. P. Anoop. "Elitist Non-dominated Sorting Genetic Algorithm-Based Heuristic for Optimizing Rail Freight Transportation." In Proceedings of International Conference on Intelligent Manufacturing and Automation, 623–30. Singapore: Springer Singapore, 2018. http://dx.doi.org/10.1007/978-981-13-2490-1_58.

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Zhang, Xinyi, and Wanhua Sun. "Design and Research of Electronic Invoices of Railway Freight." In Proceedings of the 2015 International Conference on Electrical and Information Technologies for Rail Transportation, 833–42. Berlin, Heidelberg: Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-49367-0_80.

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Figura, Janusz. "Preferences for the Demand for Telematics Services on the Rail Freight Transport Market." In Communications in Computer and Information Science, 246–58. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-59270-7_18.

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Wang, Tengteng, Xiukun Wei, Limin Jia, and Ming Cheng. "A Comparison Study of Freight Train Control Strategies for Energy Efficiency." In Proceedings of the 2015 International Conference on Electrical and Information Technologies for Rail Transportation, 55–63. Berlin, Heidelberg: Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-49367-0_7.

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Heinold, Arne, and Frank Meisel. "Emission Oriented vs. Time Oriented Routing in the European Intermodal Rail/Road Freight Transportation Network." In Logistics Management, 188–202. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-29821-0_13.

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Crannis, Joel, Jeremy Lee, and Marin Marinov. "Study of Sustainable Transport Enhancements Through Analysing Utilisation Levels of Rail Lines with Enhanced Passenger and Freight Services: A Case Study on a Local Rail Line Through Simulation Modelling and Scenarios." In Sustainable Rail Transport 4, 95–119. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-82095-4_5.

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Conference papers on the topic "Rail transportation and freight services"

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Keller, Kevin. "State Rail Plans: The Integration of Freight and Passenger Rail Planning." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56023.

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The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) was created to reauthorize the National Railroad Passenger Corporation, better known as Amtrak, and strengthen the US passenger rail network by tasking Amtrak, the U.S. Department of Transportation (US DOT), Federal Railroad Administration (FRA), States, and other stakeholders in improving service, operations, and facilities. PRIIA also tasks States with establishing or designating a State rail transportation authority that will develop Statewide rail plans to set policy involving freight and passenger rail transportation within their boundaries, establish priorities and implementation strategies to enhance rail service in the public interest, and serve as the basis for Federal and State rail investments within the State. In order to comply with PRIIA, State rail plans are required to address a broad spectrum of issues, including an inventory of the existing rail transportation system, rail services and facilities within the State. They must also include an explanation of the State’s passenger rail service objectives, an analysis of rail’s transportation, economic, and environmental impacts in the State, and a long-range investment program for current and future freight and passenger infrastructure in the State. The plans are to be coordinated with other State transportation planning programs and clarify long-term service and investment needs and requirements. This paper and presentation will illustrate the steps required in preparing a State rail plan and the benefits of having a properly developed plan.
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Coulborn, John, David Cackovic, Roger Sims, and Kevin Koch. "Collection of Freight Car Load Environment Data." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56005.

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Transportation Technology Center, Inc., a wholly owned subsidiary of the Association of American Railroads, conducted over-the-road tests to collect thousands of miles of revenue service load environment data for two types of railcars. This data can be used by railcar and railcar component manufacturers to more accurately conduct fatigue damage analysis for their products. Structural fatigue is one of the most common failure modes for transportation equipment. In order for predictions of fatigue life to be reasonably accurate, the extended load and stress environment of the equipment must be known. This paper summarizes efforts to record such load environment information.
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Qin, Weijie. "Quality Evaluation Indicator System for Rail Freight Service." In Fifth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2015. http://dx.doi.org/10.1061/9780784479384.036.

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Morgan, Curtis, and Jeffery Warner. "Abandoned Freight Rail Corridor Reuse Examples From Texas." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2477.

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This paper highlights many varied reuse examples for abandoned freight rail corridors within the state of Texas, including for highway development, transit development, recreational trails, and for resumption of freight rail service. Several case studies present these examples. This paper also describes the extent to which abandoned rail lines in the state have been lost through abandonment and discusses the importance of preserving such corridors intact, when possible, for future transportation needs should any become available in the future.
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Shen, Yaoguang, and Huitao Shen. "Construction of Public Service Platform for Rail Freight Informationization." In Third International Conference on Transportation Engineering (ICTE). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41184(419)387.

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Eyquem, Alexandre J. M., Joseph Lee Hutchins, Christopher Taylor, and John Falcetta. "Shared Use of Railway Corridors by Public Transit Vehicles." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56060.

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As transportation corridors become an ever more important asset, existing rail freight corridors are under increasing pressure to be shared for transit purposes. In defining the expanded corridor use a comprehensive look at factors was undertaken on behalf of Transport Canada by AECOM. Understanding the issues is imperative in navigating this complex subject. In locations where the transit network and expected ridership-generation points are compatible with existing railway networks, the best use of a network of corridors for freight and transit should be one of the first steps in municipal and regional planning. Finding a best use of existing network typically does not happen for two reasons. First, the public entities typically do not observe the complete “freight network” and have a limited stake in its function and complexity. Unlike public roads or transit, public entities tend to look at single opportunities such as little used freight segments, or specific corridors that they can afford to pursue with a specific public purpose. As a result, freight railways often find themselves responding to a specific request for a segment in the context of their network and whether it serve a functional need. Second, the private freight railways similarly do not have opportunity or patience to investigate the public contribution to their networks. The point of view of what might be done if the potential transit services were understood and what it could mean to freight business with capital investment in an improved and/or rationalized freight delivery system may be hard to define, and the benefits may only occur in the distant future. They have a priority to pursue their immediate business model and therefore tend to wait until the public entity comes forward and asks about a specific corridor or opportunity. The issue of assets inventory, rationalization paired with transit planning, is the first step in evaluating efficient transportation systems through urban centres. Furthermore, the ability of some transit vehicles to be used on both on dedicated railway transit corridors, where it makes sense, as well as for street services, provide for greater flexibility in transit networks. What is missing is a review of freight networks from a regional perspective relative to all potential transit routes. The first question to be asked when looking at the freight network of an urban area is: where is it going, why is it going there, and could it be handled more effectively, and if so what are the overall benefits to all parties.
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Peterson, Blaine O. "Re-Engineering Heavy Haul Turnouts for Passenger Higher Speed Rail Operations." In ASME 2011 Rail Transportation Division Fall Technical Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/rtdf2011-67012.

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With the recent renewed interest in higher speed passenger rail (“HrSR”) in North America, there will be increased pressure on freight railroads to collaborate with public transportation agencies in the establishment of “shared use” tracks. Track infrastructure in these corridors must be robust enough to support the heavy axle loading associated with conventional North American freight traffic while accommodating FRA Class 6-7 passenger operating speeds in excess of 100 mph. Turnouts which permit higher diverging route speeds will become increasingly important as service-sensitive passenger operations look to reduce transit times and freights grapple with capacity concerns. Innovative approaches to the design, manufacture and construction of turnouts are called for. Critical design elements for a new generation of “shared use” turnouts will include: a) Tangential and compound geometries to optimize ride quality and safety; b) Respecting the spatial constraints of existing infrastructure (opposing signal locations) while maximizing diverging route permissible speeds; c) Kinematic gauge optimization through switches to enhance ride quality and increase component life; d) Premium frog designs to minimize running surface discontinuities; e) Cross tie housed rodding and position detection systems to facilitate continuous maintenance surfacing; f) Integrated switch drive, detection and monitoring systems to facilitate proactive intervention by maintenance forces.
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Lan, Yunxing, and Xiaodong Zhang. "Research on market targeting of rail freight market: considering customers’ preferences for freight service." In International Conference on Frontiers of Traffic and Transportation Engineering (FTTE 2022), edited by Changxi Ma. SPIE, 2022. http://dx.doi.org/10.1117/12.2652392.

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Thomson, David M. "Transloads: Freight Movement Efficiencies in the Next Decade." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74155.

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This paper will present the criteria for the marketing, design and operational success of a transload facility. As the nation’s highway infrastructure continues to struggle with needed maintenance, the cost of fuel continues at historical highs coupled with a desire to reduce the overall carbon emissions of moving freight, alternative methods of moving product are required by shippers. Rail provides alternatives to accomplish the movement of intercity freight while addressing many of these concerns. Transload facilities, taking product from trucks to railcars or vice versa, provide a mechanism for non-railroad served industries to utilize rail transportation. The design of the facility, its level or frequency of service from the railroad, its internal layout, operational and inventory systems, and material handling systems for the product being handled are all important considerations that must be understood and optimized for these facilities to be successful. Profitable operation and growth of a transload facility is a challenge met by combining knowledge about trucking, warehousing and railroading. After managing a large transload network while with a Class One railroad, owning and operating transloads, designing them for a variety of commodities, and interviewing Operators across the country over the past 15 years, I have found a few critical success criteria to be consistent across all transloads.
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Tobias, Alan, David House, and Randy Wade. "Planning Capacity Improvements in the Chicago – Milwaukee – Madison Rail Corridor Using the Rail Traffic Controller (RTC) Rail Operations Simulation Model." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36092.

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The Wisconsin Department of Transportation (WisDOT) contracted HNTB Corporation (HNTB) to utilize the Rail Traffic Controller™ (RTC™) computer simulation software developed by Berkeley Simulation Software to analyze the rail capacity requirements for high speed (110 mph maximum) Chicago to Milwaukee to Madison passenger rail service. The purpose of this study was to determine whether sufficient capacity exists in the corridor to accommodate the projected growth in intercity passenger rail service as well as growth in freight and commuter rail service. Where capacity constraints were identified, the model was also used to evaluate the benefits of proposed infrastructure improvements. HNTB and WisDOT worked with Illinois DOT, the Canadian Pacific Railway, Metra and Amtrak to identify and test rail improvements that will provide sufficient capacity for projected future high speed, commuter and freight rail services in the corridor. The modeling results are shown through string lines and tables comparing the impacts of each case on the performance of each type of train. Metrics used include: • Average speeds. • Delay minutes per 100 miles. • On Time Performance (for passenger trains). RTC is a very useful tool for the simulation of current and proposed rail operations. It has helped identify bottlenecks and analyze the effectiveness of proposed improvements. The model results from this study are a critical component in WisDOT’s negotiations with CP over the extent and location of capacity improvements for high speed operations. The RTC model output also supported WisDOT’s application for federal stimulus funding for the corridor improvements.
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Reports on the topic "Rail transportation and freight services"

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Ke, Jian-yu, Fynnwin Prager, Jose Martinez, and Chris Cagle. Achieving Excellence for California’s Freight System: Developing Competitiveness and Performance Metrics; Incorporating Sustainability, Resilience, and Workforce Development. Mineta Transportation Institute, December 2021. http://dx.doi.org/10.31979/mti.2021.2023.

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This study explores the question of whether California's freight system is staying competitive with other US regions. A novel analytical framework compares supply chain performance metrics across multiple US states and regions for seaports, airports, highways, freight rail service, and distribution centers by combining the Performance Evaluation Matrix (PEM), Competitive Position Matrix (CPM), and Business Process Management (BPM) approaches. Analysis of industry data and responses from structured interviews with 30 freight industry experts across 5 transportation sectors suggests that California's freight system is competitive for seaports, airports, and freight rail; however, highways and distribution centers have room for improvement with respect to travel time reliability and operation costs, and California should prioritize infrastructure investments here. To stay competitive with the Texas and North East regions, state investments could also expand seaport container terminals and air cargo handling facilities, improve intermodal port connections and management of flows of chassis, container trucks, empty containers to ameliorate cargo backlogs and congestion on highways, at the ports, and at warehouses. The state could also invest in inland ports, transporting goods by rail directly from seaports to the Inland Empire or Central Valley.
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Forkenbrock, David J. External Costs of Truck and Rail Freight Transportation. Iowa City, Iowa: University of Iowa Public Policy Center, 1998. http://dx.doi.org/10.17077/vaq4-04ao.

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Peterson, Eric, Wenbin Wei, and Lydon George. A Model for Integrating Rail Services with other Transportation Modalities: Identifying the Best Practices and the Gaps for California’s Next State Rail Plan. Mineta Transportation Institute, July 2021. http://dx.doi.org/10.31979/mti.2021.1949.

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The California State Rail Plan (CSRP) is among the best rail plan documents published by any jurisdiction in the United States to date. As such, the CSRP is used in this paper as the basis of comparison to other state rail service plans. These plans will have been submitted to the Federal Railroad Administration (FRA) on record as of June 2020—as required under Section 303 of the Passenger Rail Investment and Improvement Act (PRIIA) of 2008. The purpose of this paper is to identify the best practices and gaps that may inform California and other states in their future rail service plan development. This paper is grounded in the realization that, while the general outline of FRA requirements is uniform for all states, the actual content and inclusion of these requirements in the myriad state plans varies greatly. For example, California was granted an exception to help update FRA Rail Plan Guidance for its 2018 Rail Plan, other states have complained that FRA guidance and requirements on rail service planning have put state rail agencies in the position of constantly writing plans with little or no time to implement them. Throughout this research, the authors identify all the elements of FRA guidelines as reflected in the CSRP and rail plans of other states. This report also identifies the best features and planning strategies that may inform and improve the state rail planning process going forward, steps that will positively contribute to the public benefit of enhanced rail systems.
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Schorung, Matthieu. A Geographical Contribution on Interurban Passenger Rail Transportation in the United States. Mineta Transportation Institute, February 2022. http://dx.doi.org/10.31979/mti.2022.2212.

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Why does the rail infrastructure of the United States lag behind those of many other developed countries? Where is U.S. high-speed rail? This research approaches this in a dilemma by exploring Amtrak’s traditional rail services and high-speed rail projects in the nation to understand the workings of public rail transportation policies, what they contain, and how they are developed and pursued by the different stakeholders. This research utilizes case studies and a multiscale approach to analyze the territorialization of intercity rail transportation policies. The analysis demonstrates the emergence of a bottom-up approach to projects, notably apparent in the California HSR project and in the modernization of the Cascades corridor. Furthermore, this research concluded that, first, the development of uniform arguments and recommendations to encourage new rail policies emphasizes structuring effects and economic role of high-speed rail, congestion reduction, modal shift. Second, a tangible though uneven pro-rail position exists among public actors at all levels. Stakeholders prioritize improving and modernizing existing corridors for the launch of higher-speed services, and then on hybrid networks that combine different types of infrastructures. Although there are no publicly backed projects for new lines exclusively dedicated to high-speed rail, most of the high-speed corridors are in fact “higher-speed” corridors, some of which are intended to become high-speed at some time in the future.
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Dudoit, Alain, Molivann Panot, and Thierry Warin. Towards a multi-stakeholder Intermodal Trade-Transportation Data-Sharing and Knowledge Exchange Network. CIRANO, December 2021. http://dx.doi.org/10.54932/mvne7282.

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The performance of supply chains used to be mainly the concern of academics and professionals who studied the potential efficiencies and risks associated with this aspect of globalisation. In 2021, major disruptions in this critical sector of our economies are making headlines and attracting the attention of policy makers around the world. Supply chain bottlenecks create shortages, fuel inflation, and undermine economic recovery. This report provides a transversal and multidisciplinary analysis of the challenges and opportunities regarding data interoperability and data sharing as they relate to the ‘Great Lakes - St. Lawrence Seaway Trade Corridor’ (GLSLTC)’s intermodal transportation and trade data strategy. The size and scope of this trade corridor are only matched by the complexity of its multimodal freight transportation systems and growing urbanization on both sides of the Canada-US border. This complexity is exacerbated by the lack of data interoperability and effective collaborations between the different stakeholders within the various jurisdictions and amongst them. Our analytical work relies on : 1) A review of the relevant documentation on the latest challenges to supply chains (SC), intermodal freight transport and international trade, identifying any databases that are to be used.; 2) A comparative review of selected relevant initiatives to give insights into the best practices in digital supply chains implemented in Canada, the United States, and the European Union.; 3) Interviews and discussions with experts from Transport Canada, Statistics Canada, the Canadian Centre on Transportation Data (CCTD) and Global Affairs Canada, as well as with CIRANO’s research community and four partner institutions to identify databases and data that they use in their research related to transportation and trade relevant data availabilities and methodologies as well as joint research opportunities. Its main findings can be summarized as follow: GLSLTC is characterized by its critical scale, complexity, and strategic impact as North America’s most vital trade corridor in the foreseeable further intensification of continental trade. 4% of Canadian GDP is attributed to the Transportation and Logistics sector (2018): $1 trillion of goods moved every year: Goods and services imports are equivalent to 33% of Canada’s GDP and goods and services exports equivalent to 32%. The transportation sector is a key contributor to the achievement of net-zero emissions commitment by 2050. All sectors of the Canadian economy are affected by global supply chain disruptions. Uncertainty and threats extend well beyond the COVID-19 Pandemic. “De-globalization” and increasing supply chains regionalization pressures are mounting. Innovation and thus economic performance—increasingly hinges on the quantity and quality of data. Data is transforming Canada’s economy/society and is now at the center of global trade “Transport data is becoming less available: Canada needs to make data a priority for a national transportation strategy.” * “How the Government of Canada collects, manages, and governs data—and how it accesses and shares data with other governments, sectors, and Canadians—must change.”
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Agrawal, Asha Weinstein, Hilary Nixon, and Cameron Simmons. Investing in California’s Transportation Future: Public Opinion on Critical Needs. Mineta Transportation Institute, December 2020. http://dx.doi.org/10.31979/mti.2020.1861.

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In 2017, the State of California adopted landmark legislation to increase the funds available for transportation in the state: Senate Bill 1 (SB1), the Road Repair and Accountability Act of 2017. Through a combination of higher gas and diesel motor fuel taxes, SB1 raises revenue for four critical transportation needs in the state: road maintenance and rehabilitation, relief from congestion, improvements to trade corridors, and improving transit and rail services. To help state leaders identify the most important projects and programs to fund within those four topical areas, we conducted an online survey that asked a sample of 3,574 adult Californians their thoughts on how the state can achieve the SB1 objectives. The survey was administered from April to August 2019 with a survey platform and panel of respondents managed by Qualtrics. Quota sampling ensured that the final sample closely reflects California adults in terms of key socio-demographic characteristics and geographic distribution. Key findings included very strong support for improving all transportation modes, reducing air pollution and greenhouse gas emissions from transportation, and more convenient options to travel without driving. Respondents placed particular value on better maintenance for both local streets and roads, as well as highways. Finally, the majority of respondents assessed all types of transportation infrastructure in their communities as somewhat or very good.
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