By Brian A. Weatherford, Henry H. Willis, David S. Ortiz
U.S. railroads have stronger their productiveness, yet expanding freight quantity threatens performance-degrading capability constraints. This record describes the present nation of railroad capability and function for freight transportation. the general public results of personal funding judgements justify a public function in addressing issues approximately railroads, yet higher facts and research are had to tell transportation policymaking.
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Extra resources for The State of U.S. Railroads: A Review of Capacity and Performance Data (Technical Report)
Sample text
This statistic “reflects both the number of tons hauled and the miles traveled during an average hour of freight train operation” (AAR, 2006, p. 38). Between 1980 and 1990, ton-miles per train-hour increased sharply but have since stayed steady at about 60,000 ton-miles per train-hour. It is possible to look at eastern railroads separately from western railroads, and this metric of productivity is lower in the East than in the West because freight travels, on average, shorter distances east of the Mississippi than west of it.
7 shows that the number of cars per freight train has remained fairly constant despite increases in train productivity; there are practical reasons for this trend. The first is that rail yards and sidings have fixed lengths. They can be lengthened at some cost if land is available, but, otherwise, a train longer than a siding or yard will block the main line. Railroads, in coordination with shippers, are experimenting with longer trains, but these need to be loaded and unloaded rapidly and are not an option for most freight.
2 shows that the industry has been transporting a growing volume over a smaller network (in terms of track miles). These changes reflect both efficiency improvements and significant structural changes within the railroad industry. Commonly cited statistics overstate the decline in total railroad mileage because shortline and regional railroads acquired much of the road and track formerly owned by Class I railroads. Much of this track is still a vital part of the railroad network, but some of the old track cannot handle the weight of modern trains, and current volumes do not justify upgrading them (McClellan, 2007, p.