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This paper contends that the long-term success of freight rail electrification in the United States was largely curtailed by the initial choices of electrification specifications and power adequacy made by the railroads. The few histories of this early 20th century foray into fully electric traction for freight have overlooked the role of technology as a limiting factor for the longevity of these installations. This research finds that the choice of current, voltage, and other technical characteristics affected the performance – and hence the useful life – of early 20th century electrifications. This paper elucidates these connections to present a more complete story of rail freight electrification in the United States. This enhanced understanding remains relevant to railroads today, which like all forms of transportation, are navigating novel technologies to reduce greenhouse gas emissions. [ABSTRACT FROM AUTHOR]

All diesel-only trains in the UK will be phased out by 2040. Hydrogen and ammonia emerge as alternative zero-carbon fuel for greener railway. Solid Oxide Fuel Cells (SOFCs) provide an alternative prime mover option, which efficiently convert zero-carbon fuels into electricity without emitting nitrogen oxides (NOx), unlike traditional engines. Superior to Proton Exchange Membrane Fuel Cells (PEMFCs) in efficiency, SOFCs fulfil MW-scale power needs and can use ammonia directly. This study investigates innovative strategies for integrating SOFCs into hybrid rail powertrains using hydrogen or ammonia. Utilizing an optimization framework incorporating Particle Swarm Optimization (PSO), the study aims to minimize operational costs while considering capital and replacement expenditures, powertrain performance, and component sizing. The findings suggest that hybrid powertrains based on ammonia-fueled SOFCs may potentially reduce costs by 30% compared to their hydrogen counterparts, albeit requiring additional space for engine compartments. Ammonia-fueled SOFCs trains also exhibit a 5% higher efficiency at End-of-Life (EoL), showing less performance degradation than those powered by hydrogen. The State of Charge (SoC) of the batteries in range of 30–70% for both cases is identified as most cost-effective. • A MW-scale solid oxide fuel cell (SOFC) hybrid freight train system utilizing either hydrogen or ammonia is proposed. • Performance analysis demonstrates the feasibility of SOFCs as a powertrain for freight trains. • Ammonia-fueled SOFCs exhibit potential for significant cost and performance benefits. [ABSTRACT FROM AUTHOR]

This study aimed to determine the level of infrastructure-based rail freight accessibility and rail freight performance of several Central and Eastern European (CEE) countries in the context of their presence in the Eurasian rail freight transport system. The study′s object was 7 CEE countries: Estonia, Lithuania, Latvia, Poland, Czechia, Slovakia and Hungary. The research methodology was based on the TOPSIS method supplemented with literature and statistical analyses. Several selected numerical indicators were considered to create 2 rankings that displayed the results achieved by countries in terms of accessibility and performance. Results showed that Czechia is the leader in infrastructure-based accessibility, with Latvia closing the ranking, and Lithuania is the leader in rail freight performance, with Hungary closing the ranking. Even though the study did not allow to confirm that a country′s rail freight accessibility affects its rail freight performance and vice versa, it can be assumed that both parameters are crucial in the context of the incoming modal shift to rail freight in Eurasia; therefore, they constitute a valuable research endeavour [ABSTRACT FROM AUTHOR]

This study aimed to determine the level of infrastructure-based rail freight accessibility and rail freight performance of several Central and Eastern European (CEE) countries in the context of their presence in the Eurasian rail freight transport system. The study′s object was 7 CEE countries: Estonia, Lithuania, Latvia, Poland, Czechia, Slovakia and Hungary. The research methodology was based on the TOPSIS method supplemented with literature and statistical analyses. Several selected numerical indicators were considered to create 2 rankings that displayed the results achieved by countries in terms of accessibility and performance. Results showed that Czechia is the leader in infrastructure-based accessibility, with Latvia closing the ranking, and Lithuania is the leader in rail freight performance, with Hungary closing the ranking. Even though the study did not allow to confirm that a country′s rail freight accessibility affects its rail freight performance and vice versa, it can be assumed that both parameters are crucial in the context of the incoming modal shift to rail freight in Eurasia; therefore, they constitute a valuable research endeavour.

The deployment of carbon management strategies like carbon capture and storage (CCS) and carbon dioxide removal (CDR) at scale will require significant investments in transport infrastructure to deliver CO[sub 2] to reliable storage. While pipeline transport has dominated the conversation due to economic reasons, there is increasing evidence that other modes may become viable alternatives when considering scale, regional opportunities, and social acceptance. This paper assesses the viability of rail for CO[sub 2 ]transport in the United States using market analysis, techno-economic assessment and geographic information systems mapping. We believe rail presents many advantages, notably in existing infrastructure with established right-of-ways, but also as an instrument to address unwanted effects of our energy transition, particularly in coal communities. We find that the strategic replacement of coal as a freight commodity could translate into 100 Mt/yr of CO[sub 2 ]movement by rail by 2050, and support up to 60,000 jobs in that industry. Further, we find that while rail pricing is notoriously volatile, there is strong support for rail being the least cost option over pipeline for volumes under 2 Mt CO[sub 2] per year, which aligns well with smaller, more risk-averse, and distributed carbon management projects that are scheduled to deploy over the next decade. Rail can also be an alternative in regions where CO2 pipeline projects have had limited success, like in the Midwest, where CO2 is captured from ethanol plants that are already serviced by rail networks. Likewise, rail can service roughly 25% of point- source CCS opportunities that are not proximal to projected trunk pipeline networks, of which 94% are located 1-mile from railroad. Finally, rail may be an integral part of CDR development in regions that are not coterminous with geologic storage, particularly in the Western and Northern US. [ABSTRACT FROM AUTHOR]

Rail freight is one of the most important pillars for the decarbonising of the transport system in Europe. To ensure the decarbonisation effect of rail freight, a substantial modal split on rail freight is needed, with the aim of strengthening the competitiveness of rail freight and improving the quality of service on the rail freight corridors (RFCs). With the aim of monitoring and evaluating the development of RFC performance, the Data Envelopment Analysis model (DEA) was applied in this study. The evaluation of efficiency was carried out for eight RFCs in 2020 and 2021 using performance indicators considered with Pearson correlation analysis. The results of the efficiency of the RFCs showed that seven of the studied corridors are not operated efficiently, while the correlation analysis showed a significant dependency between the selected indicators. Nevertheless, the efficiency of the corridors and the overall performance of rail freight can be improved by integrating innovative technologies. Therefore, this study also investigated how digital automatic couplers (DACs) and intelligent video gates (IVGs) affect the efficiency of RFCs. The results show that the inclusion of indicators related to DAC and IVG tasks has a positive impact on improving the efficiency of RFCs. [ABSTRACT FROM AUTHOR]

The deployment of carbon management strategies like carbon capture and storage (CCS) and carbon dioxide removal (CDR) at scale will require significant investments in transport infrastructure to deliver CO2 to reliable storage. While pipeline transport has dominated the conversation due to economic reasons, there is increasing evidence that other modes may become viable alternatives when considering scale, regional opportunities, and social acceptance. This paper assesses the viability of rail for CO2 transport in the United States using market analysis, techno-economic assessment and geographic information systems mapping. We believe rail presents many advantages, notably in existing infrastructure with established right-of-ways, but also as an instrument to address unwanted effects of our energy transition, particularly in coal communities. We find that the strategic replacement of coal as a freight commodity could translate into 100 Mt/yr of CO2 movement by rail by 2050, and support up to 60,000 jobs in that industry. Further, we find that while rail pricing is notoriously volatile, there is strong support for rail being the least cost option over pipeline for volumes under 2 Mt CO2 per year, which aligns well with smaller, more risk-averse, and distributed carbon management projects that are scheduled to deploy over the next decade. Rail can also be an alternative in regions where CO2 pipeline projects have had limited success, like in the Midwest, where CO2 is captured from ethanol plants that are already serviced by rail networks. Likewise, rail can service roughly 25% of point-source CCS opportunities that are not proximal to projected trunk pipeline networks, of which 94% are located 1-mile from railroad. Finally, rail may be an integral part of CDR development in regions that are not coterminous with geologic storage, particularly in the Western and Northern US.

China's economic reform since 1978 has turned a shortage economy into an economy of overcapacity. To curb the capacity surplus, the government put forward a sweeping proposal of "supply-side structural reform," although without any specifics of implementation. This vagueness has resulted in fragmentation between China's central leadership and local agents. Based on two rail delivery services – China Railway Express Delivery (Zhongtie kuaiyun 中铁快运, CRED) and China–Europe Rail Freight (Zhong–Ou banlie 中欧班列, CERF) – this article argues that fragmentation in authority has allowed and even encouraged local actors to carve profit-making opportunities out of the excess capacities (including idle assets). In so doing, they give substance to what would otherwise be hollow policy rhetoric. Such subnational entrepreneurialism and the resulting tacit dynamics between state and local-level actors add another layer to the fine-grained theorization of fragmented authoritarianism in China: despite fragmentation, China's authoritarian governance endures, but with outcomes now shaped by a cyclical process of decentralization and re-centralization as well as continuous central–local interplay. [ABSTRACT FROM AUTHOR]

The object of this study is the processes of transportation of grain cargoes based on the principles of ridesharing in railroad systems without observing the traffic schedule for freight trains. In order to study the influence of the model of railroad transportation of grain based on the principles of joint use on the operation of the railroad system, it is proposed to formalize this process under the conditions of the peak load period. It is proposed to formalize the transportation of grain using the ride-sharing service in the form of coalitions in congestion games. It is proposed to turn the game setup into a nonlinear optimization problem. As part of the research, mathematical modeling of the ridesharing service of railroad transportation of grain cargoes was carried out. Adequacy of the mathematical model was proven. It was established that compliance with the traffic schedule leads to an increase in non-productive downtime of railroad cars after loading, which reduces incentives for the formation of coalitions by shippers. However, according to the results of the simulation, under the conditions of traffic according to the schedule, taking into account the coordination of the shippers and carrier, the transportation indicators are significantly improved. This encourages shippers to form coalitions. It was found that the average duration of shipment transportation decreased by 14.9 % from the indicator according to the scenario of the current transportation model – without observing the schedule. A feature of the results within the framework of the study is that the proposed mathematical model makes it possible to adequately simulate the ride-sharing service of grain transportation in the railroad system. The field of practical application of the results is the railroad industry. The conditions for the practical application of the research results are the importance of implementing digital platforms of aggregators for the coordination of shippers and carriers. Current research will contribute to devising the improvements for grain logistics in railroad transport. [ABSTRACT FROM AUTHOR]

Abstract Summary It is expected that in the process of meeting the climate policy goals, more transport will take place by rail. Single wagonload transport plays a crucial role as a direct competitor to road-based transport. The aim of this contribution is an evaluation of capacity correlated effects in a railway wagon routing network. Methods For this purpose, we developed a mathematical optimisation model. In order to be able to identify the effects and impacts of congestion we created several scenarios and evaluated each of them individually. Findings By conducting computational experiments we were able to identify various effects and draw conclusions about the impact. This work contributes to the optimisation of the most costefficient short-term rerouting of railway wagons in single wagonload transport.

The present study explores whether the European Union’s transport policy measures of the last decade have fulfilled the expectations, i.e. whether there has been a positive change in the field of rail freight transport in the region. Data on the volumes of freight transport in the recent period have been analysed with freight transport intensity as an indicator. The values have been then translated into a spatial econometric model, looking for spatiality in the European Economic Region, including countries such as Norway, Switzerland or even Russia, extending the scope of the study to 37 countries. It has been proven that there is a spatial correlation between rail freight transport performance and GDP in Europe, which has a positive effect on countries with high GDP and a negative effect on low GDP countries in terms of performance. There is a particularly high intensity of rail freight in the Baltic region, as well as in Ukraine and Russia. Furthermore, it can be stated that rail freight has not undergone any significant changes in the last 10 years.

Summary: It is expected that in the process of meeting the climate policy goals, more transport will take place by rail. Single wagonload transport plays a crucial role as a direct competitor to road-based transport. The aim of this contribution is an evaluation of capacity correlated effects in a railway wagon routing network. Methods: For this purpose, we developed a mathematical optimisation model. In order to be able to identify the effects and impacts of congestion we created several scenarios and evaluated each of them individually. Findings: By conducting computational experiments we were able to identify various effects and draw conclusions about the impact. This work contributes to the optimisation of the most costefficient short-term rerouting of railway wagons in single wagonload transport. [ABSTRACT FROM AUTHOR]

• Model optimizes energy storage tender car configuration in freight trains. • Energy storage rail cars help overcome range limitations, • The optimal number of energy storage tender cars varies by market and commodity. • Tool allows railroads to evaluate decarbonization pathway via electric battery locomotives. To support planning of alternative fuel technology (e.g., battery-electric locomotives) deployment for decarbonizing non-electrified freight rail, we develop a convex optimization formulation with a closed-form solution to determine the optimal number of energy storage tender cars in a train. The formulation shares a similar structure to an Economic Order Quantity (EOQ) model. For given market characteristics, cost forecasts, and technology parameters, our model captures the trade-offs between inventory carrying costs associated with trip times (including delays due to charging/refueling) and ordering costs associated with train dispatch and operation (energy, amortized equipment, and labor costs). To illustrate the framework, we find the optimal number of battery-electric energy tender cars in 22,501 freight markets (origin–destination pairs and commodities) for U.S. Class I railroads. The results display heterogeneity in optimal configurations with lighter, yet more time-sensitive shipments (e.g., intermodal) utilizing more battery tender cars. For heavier commodities (e.g., coal) with lower holding costs, single battery tender car configurations are generally optimal. The results also show that the optimal train configurations are sensitive to delays associated with recharging or swapping tender cars. [ABSTRACT FROM AUTHOR]

• We provide an optimization model for integrated planning in classification yards. • A tailored adaptive large neighborhood search reliably finds near to optimal solutions. • We combine cut generation, train makeup, railcar classification, and outbound track assignment. Railroad classification yards serve as central hubs in single wagonload freight transportation by disassembling inbound trains and classifying outbound ones. This enables railcars to switch trains, thereby reducing the number of point-to-point connections for low demand origin-destination pairs. The quality of the operations in classification yards has a large impact on the overall performance of the system. The planning process comprises the cut generation problem, the train makeup problem, the railcar classification problem, the outbound track assignment problem, and the scheduling of service and safety operations along with the assignment of both locomotives and staff to them. This tactical planning task is nowadays mainly done manually by experienced planners and most optimization models in the literature focus only on subproblems. In the hope of filling this gap, we therefore propose a formulation for the integrated planning problem in classification yards. Since the formulation turns out to be intractable for general-purpose solvers, we propose a tailored adaptive large neighborhood search heuristic that yields high-quality results for realistic instances. Problems with up to 20 inbound and outbound trains are solved on average in less than 20 min with an average optimality gap of 0.5% for the instances for which an optimal solution is known. [ABSTRACT FROM AUTHOR]

This study presents an analysis of transport infrastructure projects and their effect on greenhouse gas emissions. Causal inter-regional spillover effects are estimated for the launch of the China Europe Railway Express using a spatial difference in differences estimator. The preferred Spatial Durbin Model reveals a small negative direct effect of approximately -3.5 percent and a more substantial positive indirect effect of around 12.7 percent. These results suggest a crowding out of pollutant heavy industries from the nodal regions into the periphery. We provide further evidence for this hypothesis by testing the impact on the respective regions' structural composition. A number of robustness checks support causality of benchmark findings. [ABSTRACT FROM AUTHOR]

Abstract China’s Belt and Road Initiative, announced in late 2013, includes the construction of land-based transport connections between Asia and Europe, the creation of an economic belt for Eurasian cooperation, and maritime routes between China and all continents with which it may trade. Within the European Union, it will interact with infrastructure and services provided in the private sector, by the Member States, and by the European Union including through the Trans-European Transport Network programme. This paper focuses on the scope for rail services between China and Europe to attract freight currently travelling by sea and air, and the resulting changes in relative accessibility and competitive attractiveness of different maritime and landlocked regions of Europe. It estimates that, by 2040, 3 million TEU of freight between the Far East and Europe might travel by rail, comprising 2.5 million TEU from sea and 0.5 million TEU from air. While it concludes that it is not possible to predict whether and where these transfers will require changes to the Trans-European Transport Network programme, it describes recommendations on how the programme should take the Belt and Road Initiative into account.

The development and international competitiveness of Hungary's international relations depend on several factors. Nowadays, new production technologies have accelerated the ability of companies to produce. Thus, the delivery of goods in terms of tonnes per kilometre has also significantly increased. In recent years, instead of a labour-based economy, knowledge-based competitiveness has come to the fore. Some companies engage in intense international procurement but produce and sell on the local market, while other companies buy and produce in the country but sell on the international market. This study intends to analyse the data related to the transportation of goods and the strategic development of production networks for foreign and Hungarian companies. The main question is how the improvement in each country affects the national and international transport of production companies. This article focuses on the period 2010-2017. The goals are to see how fast production companies have changed in relation to Hungarian and international freight goods transport and how productivity has changed. There are several ways of transport: by water (rivers and sea) and land (road and rails). The analysis of relations used data from the Organization for Economic Cooperation and Development (OECD) from ten members of the European Union: Austria, Denmark, Estonia, Finland, France, Luxembourg, Hungary, Portugal, Sweden, and Slovakia.The relationships between the data were analysed using different descriptive statistical methods. The result of the research may have an impact on the development of international relations between production companies and the re-thinking of their production strategies.

Rail is being promoted to play an increasing role in reducing the external cost of freight transportation globally. This is especially the case for nations with high economic growth, such as Indonesia, which require a reliable and efficient transportation system to support global logistics. Ironically, rail freight services in Indonesia have been in decline for more than a decade due to a number of factors including the prioritization of passenger services and strong competition from the road sector. This paper aims to provide a platform for empirical research contextualizing a rail capacity framework, to be applied to the Indonesian system, with a focus on freight services. A desktop review of methodologies employed for capacity evaluation was carried out, in order to identify the most suitable approach for Indonesia. The application of these methodologies will assist in determining current capacity – utilized and unutilized – the results from which can be exercised in future strategic planning.

Abstract Objective Previous studies have suggested an upward growth trend in low density, high value (LDHV) goods in Europe. Such goods require time sensitive, reliable services and currently, most LDHV goods are transported by road. The paper presents the findings of four case studies which detail the barriers and enablers to intermodal rail services for transporting LDHV goods. Methodology We applied a methodological pluralism, quantitative and qualitative, on an inductive basis. Using a case study approach, the research investigates the requirements of shippers, identifies key barriers to intermodal rail service offerings and, based on the findings, suggests enablers for intermodal rail freight transport. The current research applies parallel top down and bottom up streams, with a final integration synthesis. Findings Terminals may appear as an important barrier or enabler towards achieving a competitive intermodal rail service. By making rail terminal as an enabler, the research suggests that it is possible to carry LDHV goods by intermodal rail in a cost-efficient manner. The research attempts to seek a potential innovative solution to the barriers identified. The research compares road with an intermodal rail-road solution, in terms of cost and time, for a door-to-door service along the selected routes/corridors. Recommendation The research recommends that technical solutions, such as automated transhipment and temperature controlled systems, are required for rail freight services for LDHV goods, but that they must be complemented by collaborative operational solutions and viable service planning for an intermodal rail transport service to be reliable and competitive with road transport.

The problem of rail freight traffic volume forecasts using retrospective data, analysis of the impact of external factors on the cargo base and the distribution of goods shipments by transport mode is solved. In order to improve the forecast fidelity proposed the model integrating historical data of freight rail traffic volume and expert assessments of external factors affecting the work of rail transport hasbeen proposed. The structure of historical data, time series of freight traffic volumes, as well as relationship with expert models is described.

The article deals with the Silk road rail corridors overview including current state and further development, key process players and their characteristics. Qualitative approach of research and assessment was applied based on market study, expert's interviews, literature and internet sources examination. Study covers political and economic conditions, operational procedures and facilities along the Road, terms and conditions of haulage, subsidies and pricing policies, trade opportunities. It becomes apparent during the study that it is of vital importance to facilitate the efforts of all involved parties to build a new reliable instrument for raPID and low-cost worldwide supply chain logistics, that not even compete with maritime and airfreight transport, but opens the window into the innovative and modern models of world freight services. Technical modernization, better interaction between the countries and the participants, enhanced electronic date interchanges, harmonization of relevant operations, all that contribute significantly to meeting global freight demands. [ABSTRACT FROM AUTHOR]

Abstract Introduction In recent years there have been major changes in the composition of cargo to the point where, in Europe, semi-finished products (e.g. car parts) and finished goods represent the greatest transport demand. This type of cargo is typically of lower density and higher value (LDHV) than previous goods and requires faster and more reliable transportation. Currently, LDHV goods are predominantly transported by road. Methodology This research applies qualitative approach with an online survey consisting of 24 industry experts in assessing the ‘existing’ solutions for competitive rail freight service operation for LDHV cargoes, plus the proposed ‘future’ (i.e. in 7 years’ time). The results are presented in the form of a ‘GAP’ analysis that examined three core themes: ‘wagon’, ‘train and hubs’ and ‘business quality and planning’. Results The study finds that, under the theme of wagon, the provision of an electrical power supply to each individual rail freight wagon is deemed important. In the train and hubs theme, the research suggests that greater importance is assigned to terminal access and functionality, rather than their overall cargo handling capabilities. In the business quality and planning theme, one issue in particular stood out: the ability to freely integrate freight and passenger services; this is considered a key requirement of the railways of the future. Conclusion This research contributes significantly to the field by demonstrating that the desire to transport LDHV goods by rail freight has potential. There are difficulties in integrating freight and passenger services, but technical innovation can allow freight services to operate at similar performance levels to passenger services. This research has identified a number of such technical innovations. It is envisaged that the adoption of these innovations, by the rail industry, will lead to a modal shift from road to rail for the transport of LDHV goods. The analysis suggests that the emerging technologies presented in the survey (e.g. horizontal transhipment) have the capability to promote modal shift by directly strengthening the rail freight service offering, as an alternative to less sustainable modes such as road. Finally the research is revelatory in that this topic has not been addressed by academia nor the industry previously, and has identified future research gaps and questions with potential impact that researchers can look to answer in the future.

This paper offers a simulation model for analysing the utilization levels of a section of a railway line between Edinburgh Waverley and Glasgow Queen Street. Specifically, a segment of this line situated in the urban area of Edinburgh has been simulated using SIMUL8 to study the impacts of further inclusion of freight trains on the scheduled passenger trains. The utilisation levels of this segment have been observed in three scenarios: utilisation existing state where all scheduled passenger trains and a few freight trains are observed; utilisation in future state where more freight trains are input in available time gaps running at their actual speed; and utilisation future state where freight trains are input in available time gaps running at speed equivalent to a passenger train. A decomposition approach is implemented. The results suggest that extra freight trains can be input into the current timetables without impeding the current scenario, allowing a reasonable increase in utilisation of the rail line.