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admin 06.12.2013

New longer lorries pose a significant road safety threat and should be restricted, say transport experts. Rail and distance charging better at cutting emissions than bigger lorries, says transport group. Freight on Rail welcomes the publication of the Transport for the North transport strategy. Rapid Freight International specializes in Railway Transportation between African Countries.
One of the Rapid Freight International’s specialized activity is its full container load “FCL” service from East African Ports to Other Various Inland African Countries like Zambia, Rwanda, Uganda and Congo.
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. For too long rail freight has been treated as the poor relation of the railway, writes Andy Milne.
Freight drivers have long raged at the ignominy of being held in passing loops as sleek passenger trains speed by.

The traditional view of a freight train is a wheezing Class 47 growling through Brent hauling empty hoppers. Few realise the massive investment by companies like GB Railfreight (GBRf) in new locomotives, Class 66s, new terminals and fleets of wagons such as the Ecofret intermodal transporters. Between 2013-14, rail freight set a post- privatisation record, moving 22.7 billion net tonne kilometres. The truth is rail freight has an economic and social impact far beyond the narrow confines of its gauge- challenged dynamic. While governments come and go, many content to tinker with the grit- fouled mechanics of social engineering, it is the shippers, traders and dealers of the UK that ensure prosperity. The Coalition Government’s espousal of high-speed rail, electrification, and urban railways is praiseworthy, however it is no where near enough. Fortunately for the British economy, the rail freight industry achieves a similar overnight miracle of logistical and distributive magic every day of the year.
The impression emerging from Government is that capacity for freight will be enhanced when HS2 is complete but this will not occur for another 20 years or more! The experience and knowledge of our dedicated staff in the field of Railway Transportation enables Rapid Freight International LLC to provide professional and appropriate services and support for all kinds of complex and unusual transportation needs. 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. The romantic attachment of the public to railways feeds on modern passenger stock, trams swishing through city centres and the heritage railways harnessing rail nostalgia to a laudable business model.
Although figures published by the ORR in November showed a slight reduction in freight movements in the second quarter of this year, a decrease attributed in part to the closure of Ferrybridge1 and Ironbridge power stations, freight is continuing to grow – the domestic intermodal market in particular. The Rail Freight Group (RFG) recently released new figures showing that 201 new freight drivers had been trained in the past year, with 100 more posts planned for 2015.

Put bluntly, the future of the rail freight industry is as long and broad and high as a confident trading culture chooses to make it.
Look at the temple-high containers piled up in Felixstowe, Southampton and London Gateway, in Liverpool and Glasgow, many awaiting onward shipment by rail to the factories and warehouses that catalyse our wealth.
If Britain is to sustain a unity and purpose that goes beyond the imperatives of our present political confusion it must trade effectively and efficiently. It is not the trip to shops, not the journey to see grandparents or poor relations, even by train. High time rail freight was recognised for its true worth and rendered the investment and political support it needs to better answer the aspirations of Europe’s fastest-growing economy.
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.
New rail freight depots are routinely subject to planning inquires and Kafkaesque debates as to their social and commercial validity. The freight train driver, operator, shunter and route manager, these men and women are the reach stackers of the future. Failure to do so will result in freight continuing to lose out to an ever increasing number of passenger services on what is becoming an overcrowded network. 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? 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.

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