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James Sanderson - One of the best experts on this subject based on the ideXlab platform.

  • SHOULD SHORLTINE RAILROADS UPGRADE THEIR SYSTEMS TO HANDLE HEAVY AXLE LOAD Cars?: A KANSAS CASE STUDY
    2020
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Abstract Motivated by lower cost per ton-mile, U.S. Class I railroads have been replacing 263,000-pound GVW (gross vehicle weight) covered Hopper Cars (primarily used to haul grain) capable of handling 100 tons with 286,000-pound GVW Cars that can handle 111 tons. Since the quality of track on shortline railroads is generally less than that of Class I railroads, it is likely that increasing use of heavy axle load (HAL) Cars will have a greater impact on shortlines. If light density rail lines are not upgraded to handle HAL Cars, the percentage of the grain car fleet that can move on shortlines will decline, possibly threatening the long-term viability of these railroads. If shortline railroads are abandoned it could have negative consequences for U.S. rural communities. The objectives are to document the shift from 263,000-pound rail Cars to 286,000-pound Cars by Class I railroads, and to measure the number of route miles and bridges that will require upgrading to handle the HAL rail Cars (for a sample of Kansas shortlines). Other objectives include estimation of which branchlines are likely to be upgraded and which will likely be abandoned based on rate of return on investment analysis. The study also measured the road damage cost to state highways if upgrading to handle HAL Cars does not occur and shortlines (or parts of shortlines) are abandoned. Analysis revealed that the total cost to upgrade 1,583 miles of mainline track and 1,352 bridges of five Kansas shortline railroads was estimated to be $308.7 million. None of the shortlines in the analysis can earn an adequate rate of return on upgrading track and bridge investment: given their current traffic densities and other characteristics. If the shortline railroads in the study are abandoned, the annual road damage costs in Kansas will increase by over $58 million

  • SHOULD SHORLTINE RAILROADS UPGRADE THEIR SYSTEMS TO HANDLE HEAVY AXLE LOAD Cars? A KANSAS CASE STUDY
    2014
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Motivated by lower cost per ton-mile, U.S. Class I railroads have been replacing 263,000-pound GVW (gross vehicle weight) covered Hopper Cars (primarily used to haul grain) capable of handling 100 tons with 286,000-pound GVW Cars that can handle 111 tons. Since the quality of track on shortline railroads is generally less than that of Class I railroads, it is likely that increasing use of heavy axle load (HAL) Cars will have a greater impact on shortlines. If light density rail lines are not upgraded to handle HAL Cars, the percentage of the grain car fleet that can move on shortlines will decline, possibly threatening the long-term viability of these railroads. If shortline railroads are abandoned it could have negative consequences for U.S. rural communities. The objectives are to document the shift from 263,000-pound rail Cars to 286,000-pound Cars by Class I railroads, and to measure the number of route miles and bridges that will require upgrading to handle the HAL rail Cars (for a sample of Kansas shortlines). Other objectives include estimation of which branchlines are likely to be upgraded and which will likely be abandoned based on rate of return on investment analysis. The study also measured the road damage cost to state highways if upgrading to handle HAL Cars does not occur and shortlines (o

  • should shortline railroads upgrade their systems to handle heavy axle load Cars
    Transportation Research Part E-logistics and Transportation Review, 2006
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Motivated by lower costs per ton-mile, US Class I railroads have been replacing 263,000-pound gross vehicle weight (GVW) covered Hopper Cars with 286,000-pound GVW Cars. In many cases, shortline railroads would have to upgrade their tracks and bridges to handle the heavier Cars. This paper used rate of return on investment analysis for a sample of US shortlines to determine if shortline owners will likely upgrade their infrastructure or abandon the railroad. Analysis revealed that the total cost to upgrade 1583 miles of mainline track and 1352 bridges of five shortline railroads in one US Midwest state was estimated to be $308.7 million. None of the shortlines in the analysis can earn an adequate rate of return on upgrading track and bridge investment. If the shortline railroads in the study are abandoned, the annual road damage costs will increase by over $58 million.

Michael W Babcock - One of the best experts on this subject based on the ideXlab platform.

  • SHOULD SHORLTINE RAILROADS UPGRADE THEIR SYSTEMS TO HANDLE HEAVY AXLE LOAD Cars?: A KANSAS CASE STUDY
    2020
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Abstract Motivated by lower cost per ton-mile, U.S. Class I railroads have been replacing 263,000-pound GVW (gross vehicle weight) covered Hopper Cars (primarily used to haul grain) capable of handling 100 tons with 286,000-pound GVW Cars that can handle 111 tons. Since the quality of track on shortline railroads is generally less than that of Class I railroads, it is likely that increasing use of heavy axle load (HAL) Cars will have a greater impact on shortlines. If light density rail lines are not upgraded to handle HAL Cars, the percentage of the grain car fleet that can move on shortlines will decline, possibly threatening the long-term viability of these railroads. If shortline railroads are abandoned it could have negative consequences for U.S. rural communities. The objectives are to document the shift from 263,000-pound rail Cars to 286,000-pound Cars by Class I railroads, and to measure the number of route miles and bridges that will require upgrading to handle the HAL rail Cars (for a sample of Kansas shortlines). Other objectives include estimation of which branchlines are likely to be upgraded and which will likely be abandoned based on rate of return on investment analysis. The study also measured the road damage cost to state highways if upgrading to handle HAL Cars does not occur and shortlines (or parts of shortlines) are abandoned. Analysis revealed that the total cost to upgrade 1,583 miles of mainline track and 1,352 bridges of five Kansas shortline railroads was estimated to be $308.7 million. None of the shortlines in the analysis can earn an adequate rate of return on upgrading track and bridge investment: given their current traffic densities and other characteristics. If the shortline railroads in the study are abandoned, the annual road damage costs in Kansas will increase by over $58 million

  • SHOULD SHORLTINE RAILROADS UPGRADE THEIR SYSTEMS TO HANDLE HEAVY AXLE LOAD Cars? A KANSAS CASE STUDY
    2014
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Motivated by lower cost per ton-mile, U.S. Class I railroads have been replacing 263,000-pound GVW (gross vehicle weight) covered Hopper Cars (primarily used to haul grain) capable of handling 100 tons with 286,000-pound GVW Cars that can handle 111 tons. Since the quality of track on shortline railroads is generally less than that of Class I railroads, it is likely that increasing use of heavy axle load (HAL) Cars will have a greater impact on shortlines. If light density rail lines are not upgraded to handle HAL Cars, the percentage of the grain car fleet that can move on shortlines will decline, possibly threatening the long-term viability of these railroads. If shortline railroads are abandoned it could have negative consequences for U.S. rural communities. The objectives are to document the shift from 263,000-pound rail Cars to 286,000-pound Cars by Class I railroads, and to measure the number of route miles and bridges that will require upgrading to handle the HAL rail Cars (for a sample of Kansas shortlines). Other objectives include estimation of which branchlines are likely to be upgraded and which will likely be abandoned based on rate of return on investment analysis. The study also measured the road damage cost to state highways if upgrading to handle HAL Cars does not occur and shortlines (o

  • should shortline railroads upgrade their systems to handle heavy axle load Cars
    Transportation Research Part E-logistics and Transportation Review, 2006
    Co-Authors: Michael W Babcock, James Sanderson
    Abstract:

    Motivated by lower costs per ton-mile, US Class I railroads have been replacing 263,000-pound gross vehicle weight (GVW) covered Hopper Cars with 286,000-pound GVW Cars. In many cases, shortline railroads would have to upgrade their tracks and bridges to handle the heavier Cars. This paper used rate of return on investment analysis for a sample of US shortlines to determine if shortline owners will likely upgrade their infrastructure or abandon the railroad. Analysis revealed that the total cost to upgrade 1583 miles of mainline track and 1352 bridges of five shortline railroads in one US Midwest state was estimated to be $308.7 million. None of the shortlines in the analysis can earn an adequate rate of return on upgrading track and bridge investment. If the shortline railroads in the study are abandoned, the annual road damage costs will increase by over $58 million.

John Bitzan - One of the best experts on this subject based on the ideXlab platform.

  • North Dakota Strategic Freight Analysis: The Role of Intermodal Container Transportation
    2002
    Co-Authors: John Bitzan, Denver D. Tolliver
    Abstract:

    The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. government assumes no liability for the contents or use thereof. North Dakota’s grain producers rely on an efficient rail system to move their products to export and domestic markets. In the 1999-2000 crop year, approximately 69 percent of all North Dakota grains and oilseeds transported to export and domestic markets were transported by rail. A recent shift to larger grain Hopper Cars may threaten the viability of the state’s light-density branch line network. The old industry standard of 263,000-pound Cars capable of hauling 100 tons of grain is being replaced with 286,000-pound Cars capable of hauling 111 tons of grain. Many light-density branch lines can not handle these larger Cars, as they have light rail in place, shallow or poor ballast, and/or deferred tie maintenance. Although it is possible to load the larger rail Cars at lighter weights or operate at lower speeds on such lines, railroads operating over such lines eventually will face a decision between upgrading and abandoning lines that cannot handle the 286,000 pound Cars at ful

  • north dakota strategic freight analysis item iv heavier loading rail Cars
    2001
    Co-Authors: John Bitzan, Denver Tolliver
    Abstract:

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

Denver D. Tolliver - One of the best experts on this subject based on the ideXlab platform.

  • North Dakota Strategic Freight Analysis: The Role of Intermodal Container Transportation
    2002
    Co-Authors: John Bitzan, Denver D. Tolliver
    Abstract:

    The contents of this report reflect the views of the authors, who are responsible for the facts and accuracy of the information presented herein. This document is disseminated under the sponsorship of the Department of Transportation, University Transportation Centers Program, in the interest of information exchange. The U.S. government assumes no liability for the contents or use thereof. North Dakota’s grain producers rely on an efficient rail system to move their products to export and domestic markets. In the 1999-2000 crop year, approximately 69 percent of all North Dakota grains and oilseeds transported to export and domestic markets were transported by rail. A recent shift to larger grain Hopper Cars may threaten the viability of the state’s light-density branch line network. The old industry standard of 263,000-pound Cars capable of hauling 100 tons of grain is being replaced with 286,000-pound Cars capable of hauling 111 tons of grain. Many light-density branch lines can not handle these larger Cars, as they have light rail in place, shallow or poor ballast, and/or deferred tie maintenance. Although it is possible to load the larger rail Cars at lighter weights or operate at lower speeds on such lines, railroads operating over such lines eventually will face a decision between upgrading and abandoning lines that cannot handle the 286,000 pound Cars at ful

Denver Tolliver - One of the best experts on this subject based on the ideXlab platform.

  • north dakota strategic freight analysis item iv heavier loading rail Cars
    2001
    Co-Authors: John Bitzan, Denver Tolliver
    Abstract:

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