The Inception of the Railroad Age

The development of the steam locomotive at the beginning of the 1800s marked a turning point in the history of transportation. Often referred to as the “Father of Railways,” George Stephenson designed “Locomotion No. 1,” the first steam-powered locomotive, for the Stockton and Darlington Railway in England in 1825. This occasion saw the deployment of steam locomotives on the world’s first public railway, revolutionizing the movement of people and products and greatly cutting down on journey time.

Broadening Perspectives

Early locomotives were so successful that railways quickly spread throughout the United Kingdom and then the rest of the world. The famous Liverpool and Manchester Railway, which debuted in 1830 and had double track, scheduled trains, and signaling systems, served as the model for other railway construction projects. From Russia’s Trans-Siberian Railway, which spanned over 9,289 kilometers, to the Union Pacific Railroad, which assisted in bridging the American West, railroads started to transverse continents.

Railroading’s Golden Age

Many people refer to the late 19th and early 20th centuries as the railroad golden period. Significant progress was achieved in signaling technology, track construction, and locomotive design during this time. With increased strength and efficiency, steam locomotives were able to move longer trains faster. Exotic passenger trains that provided unmatched comfort and speed over great distances, such as the Transcontinental Railroad and the Orient Express, embodied the glitz of the time.

The Effects on the Economy and Society

Railroads have a significant effect on both the economy and society. They made it possible for commodities to move quickly, cutting prices and creating new markets. Additionally, railroads helped the United States expand westward, which aided in the growth of new communities and industries. They also contributed significantly to the industrialization process by supplying the infrastructure required for large-scale manufacturing and delivery.

The Switch to Electric and Diesel

The limitations of steam locomotives became evident by the middle of the 20th century. They were expensive to maintain, labor-intensive, and inefficient. The introduction of electric and diesel locomotives provided a more effective and environmentally friendly option. The slow phase-out of steam locomotives was the result of a transition that started in the 1930s and picked up speed after World War II.

Technological Developments in Electric and Diesel

Significant advancements in efficiency, dependability, and speed were made by diesel and electric trains. Because of their excellent efficiency and rapid acceleration, electric trains—which are propelled by overhead lines or third rails—became well-liked for short-distance and commuter services. Long-distance and freight services were dominated, however, by diesel trains. The best of both worlds was merged with power and flexibility with the creation of diesel-electric locomotives, which employ a diesel engine to generate electricity to drive the train’s motors.

The High-Speed Rail Era

A major turning point in the history of rail transportation was the emergence of high-speed rail, which brought about a transition to train systems that were quicker, more effective, and equipped with more sophisticated technology. High-speed rail (HSR) network expansion and widespread acceptance have defined this era, which started in the middle of the 20th century and is still going strong today.

Launch & Trailblazing of Japan’s Shinkansen

The Shinkansen, or “bullet train,” introduced in Japan in 1964 marked the official start of the era. This invention revolutionized travel, not merely making significant advancements in rail technology. Two of the biggest cities in Japan, Tokyo and Osaka, were connected by the Shinkansen, a train system with top speeds of 210 km/h (130 mph). This resulted in a significant reduction in travel time between these locations and established a new benchmark for rail travel efficiency and speed. The Shinkansen’s performance demonstrated how high-speed rail can compete with air travel for medium-distance routes, improve connectivity, and alter regional economies.

Technological Progress and Innovative Design

Because of its advanced technology and unique architectural elements, high-speed trains can travel at far faster speeds than conventional rail. This includes high-speed rail lines that are specifically engineered to handle higher velocity with gentler curves and gradients, aerodynamically designed train noses to reduce drag, and sophisticated suspension systems for stability and comfort at high speeds. These trains also have advanced signaling and control systems that guarantee safety even when traveling at fast speeds.

Worldwide Growth and Acceptance

Following Japan’s lead, a number of other nations started building high-speed rail systems. With the introduction of the Train à Grande Vitesse (TGV) in 1981, France set the standard for speed in Europe, matching and later surpassing the Shinkansen. The TGV’s economic success and record-breaking performance encouraged the creation of other high-speed rail systems throughout the continent, such as Italy’s Frecciarossa, Spain’s AVE, and Germany’s InterCity Express (ICE).

High-speed rail saw tremendous expansion throughout Asia, with China emerging as the world leader. With trains capable of traveling at up to 350 km/h (217 mph), China has constructed the greatest high-speed rail network in the world since the opening of its first high-speed line in 2008. The nation’s dedication to high-speed rail as the mainstay of its transportation network is reflected in this quick expansion.

Effect and Potential Futures

High-speed rail has had a significant impact on the economy, society, and travel. It has essentially reduced geographical distances and brought areas closer together by making long-distance travel faster and more convenient. With the benefits of quicker check-in times, reduced environmental effect, and links from one city core to another, high-speed trains present a competitive option to flying.

In summary

Railroad history is a celebration of human ingenuity and the unwavering quest of progress. Railroads have continuously changed over time, from the first steam locomotives trundling along at slow rates to the sleek high-speed trains that can now carry passengers across continents in a matter of hours. The innovative heritage of the railroads promises to propel us forward faster and more sustainably than in the past.

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Embrace the Journey: Setting the Scene for Adventure

Before diving into specific activities, it’s essential to approach your train voyage with the right mindset. View it not just as travel time, but as an integral part of your adventure. Trains offer a unique vantage point to see the world, with panoramic windows framing ever-changing backdrops. Prepare to embrace the journey, the landscapes, and the serendipitous moments that come with train travel.

Discover the World from Your Window

One of the simplest yet most rewarding activities on a train journey is sightseeing. The ever-changing scenery can include bustling cityscapes, serene countryside, majestic mountains, and more. Keep your camera or smartphone handy to capture these moments. The natural lighting and unique perspectives make for excellent photography opportunities.

Journaling and Sketching

As you watch the world go by, consider documenting your thoughts, experiences, and the sights you see in a travel journal. Sketching the landscapes or jotting down observations can enhance your appreciation of the journey and serve as a wonderful keepsake. This quiet time can also spark creativity, leading to poetic musings or story ideas.

Engage with Entertainment and Leisure

Train journeys provide the perfect excuse to catch up on your reading list or enjoy films and series you’ve been meaning to watch. Whether it’s diving into a gripping novel or streaming a movie on your device, you can immerse yourself in stories with the world passing by as your backdrop.

Online Gaming and Exploration

With Wi-Fi available on many trains, the journey can be an excellent time to explore online gaming. Websites like https://topcasinoer.net/casino-uden-rofus/ offer a plethora of games that can be enjoyed without leaving your seat. Whether you’re into puzzles, strategy games, or casino classics, there’s something online to keep you entertained. Remember to gamble responsibly and enjoy the fun aspect of these games.

Crafting and Knitting

For those who prefer a tactile activity, bringing along crafting supplies or a knitting project can be a soothing way to pass the time. The rhythmic motion of the train complements the meditative nature of crafting, making it a perfect travel pastime.

Socializing and Networking on Extended Train Voyages

Train journeys, unlike any other mode of travel, offer a unique communal atmosphere that fosters interaction and connection among passengers. The nature of train travel – its slower pace, shared spaces, and the collective experience of the journey – naturally encourages socializing and networking. Here’s how you can make the most of these opportunities.

The Dining Car: A Social Hub

The dining car is more than just a place to eat; it’s the social heart of the train. Here, passengers from all walks of life come together, sharing tables and stories. Meals become an occasion to meet new people and exchange tales from the road. This communal setting breaks down barriers and encourages camaraderie. Whether you’re sharing travel tips with a backpacker or discussing local customs with a local, every meal can turn into a memorable exchange.

Participating in Train Events and Activities

Some train services offer organized events like wine tastings, cultural performances, or talks on local history. Participating in these activities not only enriches your travel experience but also provides a natural setting for meeting people with similar interests. These events are designed to be engaging and interactive, making it easy to strike up conversations and connect with fellow travelers.

Group Games and Shared Entertainment

Bringing along card games, board games, or travel-sized games can be a fantastic way to break the ice with fellow passengers. Games are a universal language that can bring people together, creating fun and memorable experiences. Initiating a game night in one of the communal cars can attract others looking to socialize and make the time pass more enjoyably.

Networking Opportunities

Train travel also offers unique networking opportunities, especially for those in professions where travel and culture play a significant role. Sharing a journey can lead to unexpected professional connections and opportunities. It’s not uncommon to meet people working in similar fields or industries, making it an excellent opportunity to exchange business cards and stories. Be open and curious – you never know if the person sitting next to you could be a future collaborator, client, or friend.

Making the Most of Shared Experiences

Train journeys provide a shared experience that can bond people together. Whether it’s marveling at a beautiful sunset, navigating a delay, or exploring a station during a stopover, these shared moments can foster a sense of community among passengers. Embrace these experiences and remain open to the spontaneous connections they can spark.

Conclusion: Making Memories on the Move

Extended train voyages offer a unique opportunity to slow down, enjoy the moment, and engage in a variety of activities. Whether you’re soaking in the scenic views, diving into a good book, exploring online gaming, or socializing with fellow travelers, there’s no shortage of ways to enrich your journey. Remember, the key to an unforgettable train voyage is to embrace the experience, stay open to new discoveries, and find joy in the journey itself. With a bit of planning and an adventurous spirit, your train travel can become a cherished adventure, full of memories that last a lifetime.

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Railroad businesses and their stocks are important elements of the transportation industry in any part of the world, making additional research worthwhile. Moreover, given their cyclical nature, there are always opportunities to buy or sell these companies in the future. 

Currently, a significant portion of the freight and cargo that cannot be moved by trucks is transported by rail, with a small number of corporations in charge of this crucial infrastructure. 

And this article will help you know the largest and most profitable railroads in the US as we have partnered with Lorraine Roberte, a financial writeron PaydayBears. It is a financial organization in which you can borrow money instantly to invest in the stock market or aid financial obligations.

Here are the five (5) largest and most profitable railroads in the United States.

Burlington Northern Santa Fe Railway Company (BNSF)

The number one largest and most profitable railroad in the US is the Burlington Northern Santa Fe Railway Company (BNSF) in Lou Menk Dr, Fort Worth, Texas. 

It is considered the first American company on the global list of profitable railroads, and they operate mostly on the west of the Mississippi River. 

The BNSF freight line transports vital shipments that run nearly 8,000 locomotives over 32,500 miles of track in 28 states. Their revenue for 2022 was $25.9 billion.

Union Pacific

The number two profitable railroad company is The Union Pacific Railroad in Omaha, Nebraska, also known as simply Union Pacific and officially known as Union Pacific Railroad Company. 

It is a freight-hauling railroad that runs 8,300 locomotives over 32,200 miles of tracks through 23 different states in the United States west of Chicago and New Orleans. 

Union Pacific began operations in 1862. The first US transcontinental railroad was partly built because of this illustrious firm. Their revenue for 2022 is at least $24.9 billion.

CSX

The number three largest and most profitable railroad in the US right now is CSX, which mainly operates across North America. They operate in several parts of the US and are involved in freight rail, which includes traditional rail operations and intermodal containers and trailers.

The majority of the eastern US, up to the Mississippi River, is covered by its regional divisions: the Northeast, South, Midwest, and Southwest. In addition, Ontario and Quebec are served by CSX’s lines that go into Canada. 

They cover 23 states and over 21,000 route miles of rail with their operations. Their revenue in 2022 was $14.9 billion.

Norfolk Southern Railway

Fourth on our list is the Norfolk Southern Railway. It is a Class I freight railroad that runs throughout the Eastern US. The Norfolk, Western Railway, and Southern Railway merged in 1982 to become the corporation with its headquarters in Atlanta. 

The firm runs 19,420 route miles in 22 eastern states and the District of Columbia and has permission to run across the Canadian Pacific Railway’s Albany to Montréal route in Canada. The Norfolk Southern Corporation’s principal subsidiary is Norfolk Southern Railway.

And in 2022, they have a revenue of about $12.7 billion.

Canadian National Railway

The Compagnie des chemins de fer nationaux du Canada, also known as the Canadian National Railway Company, is the last largest and most profitable railroad on our list. It is a Class I Canadian freight railroad with its main office in Montreal, Quebec. It services both Canada and the Midwestern and Southern United States.

With a network of around 20,400 route miles connecting the Atlantic coast in Nova Scotia to the Pacific coast in British Columbia, CN is Canada’s largest railroad in revenue and physical size. By acquiring railroads like the Illinois Central in the late 20th century, CN greatly increased its capacity in the United States.

Their revenue last 2022 was about $12.4 billion.

The post The Largest and Most Profitable Railroads in the US appeared first on StarInc.

These companies play a vital role in the nation’s economy, and their services are critical to various industries, including agriculture, manufacturing, and retail.

Top 5 Largest Cargo Rail Companies in the US

We will identify and describe the five largest cargo rail companies in the United States. Then, we will delve into their history, current operations, financial performance, and market position to comprehensively understand these companies.

1. Union Pacific Railroad

Union Pacific Railroad is the largest cargo rail company in the United States, operating in 23 states in the western two-thirds of the country. Established in 1862, the company has a rich history and has been at the forefront of innovation in the transportation industry.

The company’s current operations focus on shipping products like coal, agricultural, industrial, and intermodal containers. With a network of over 32,000 miles of track, Union Pacific Railroad has a significant presence in the western United States.

Union Pacific Railroad’s financial performance is impressive, with the company reporting $20.2 billion in revenue in 2020. The company’s market position is also strong, as it is the largest cargo rail company in the United States and one of the largest in the world.

Here are some key facts about Union Pacific Railroad:

• Union Pacific Railroad has a workforce of around 32,000 employees
• Their headquarters is located in Omaha, Nebraska.
• Union Pacific Railroad received E.H. Harriman Award for its safety performance in 2020.

2. BNSF Railway

BNSF Railway is the second-largest cargo rail company in the United States, operating in 28 states across the country’s western, central, and southeastern regions. Established in 1995, the company is a subsidiary of Berkshire Hathaway Inc., the holding company led by billionaire investor Warren Buffett.

BNSF Railway’s operations focus on shipping a wide range of products, including consumer goods, agricultural products, and industrial products. With a network of over 32,500 miles of track, the company has an extensive presence in the western and central United States.

Regarding financial performance, BNSF Railway reported $22.6 billion in revenue in 2020. The company’s market position is strong, as it is the second-largest cargo rail company in the United States and one of the largest in the world.

3. CSX Transportation

CSX Transportation is the third-largest cargo rail company in the United States, operating in 23 states in the eastern United States. The company was founded in 1980, and its headquarters are in Jacksonville, Florida.

Their operations focus on transporting a wide range of products, including agricultural products, chemicals, and consumer goods. The company’s network spans over 21,000 miles of track, primarily in the eastern United States.

About CSX Transportation:

• The company has a workforce of around 18,000 employees.
• CSX Transportation has made significant investments in technology, such as its Precision Scheduled Railroading (PSR) system, which aims to improve efficiency and reduce costs.
• The company has also been recognized for its sustainability efforts, receiving the Dow Jones Sustainability North America Index Award for the second consecutive year in 2020.

4. Norfolk Southern Railway

Norfolk Southern Railway’s operations focus on transporting a range of products, including coal, automotive products, and intermodal containers. The company has over 19,500 miles of track network in the eastern United States.

As for wealth, Norfolk Southern Railway reported $9.9 billion in revenue. The company’s market position is strong, as it is one of the largest cargo rail companies in the eastern United States.

5. Canadian Pacific Railway:

Canadian Pacific Railway is a major cargo rail company in Canada and operates in the northern United States. The company was established in 1881 and was headquartered in Calgary, Alberta.

Canadian Pacific Railway’s operations focus on transporting a range of products, including grain, coal, and intermodal containers. The company has over 12,500 miles of track network in Canada and the northern United States.

Canadian Pacific Railway secured CAD 7.7 billion (USD 6.1 billion) in revenue. The company’s market position is strong, as it is one of Canada’s largest cargo rail companies in Canada and has a growing presence in the northern United States.

The post The 5 Largest Cargo Rail Companies in the United States appeared first on StarInc.

Autonomous trains.

The autonomous train is an effective solution for improving punctuality, reliability and capacity optimization in the rail industry. Modernization of signaling technology and automatic train control systems reduces technical errors, improves the flow of traffic information, and increases passenger confidence in rail transportation. For example, a system with automation level 4 (GoA4) autonomously handles emergencies and detects obstacles as well as monitors train speed, brakes and doors.

OTIV – ADAS for light rail

Belgian startup OTIV develops advanced driver assistance systems (ADAS) and full autonomous driving solutions (FSD) for light rail and shunting applications. The startup uses artificial intelligence (AI), deep learning, and computer vision.

ADAS and FSD systems, equipped with object detection and collision avoidance technologies, further improve the safety and efficiency of rail transport.

GEAR International Holdings – integrated signaling

South African startup GEAR International Holdings offers integrated railway signaling solutions. The system uses train location information for interlocking and provides communication-based train control.

Internet of Things

The Internet of Things greatly affects the reliability and safety of rail infrastructure. Condition-based monitoring prevents delays caused by broken tracks and train parts, which optimizes efficiency and maintenance costs, and improves passenger satisfaction. In addition, advanced IoT-enabled analytics allow rail operators to find data-driven solutions to improve fleet management and increase the efficiency of rail operations.

TRAINFO – Railway Crossing Monitoring

Canadian startup TRAINFO offers a cost-effective solution that helps reduce traffic delays at railroad crossings. The startup uses train sensors, Bluetooth, and predictive software to determine when to open and close railroad crossings. This information is then relayed to drivers through information systems such as roadside signs, mobile apps or traffic signals. The startup’s solution also helps city governments design and operate railroad crossings and other infrastructure.

HUM Industrial Technology – Predictive monitoring and fleet tracking

U.S. startup HUM Industrial Technology offers predictive monitoring solutions to rail shippers and car owners. The startup uses wireless IoT sensors to automatically monitor safety and predict wheel and bearing failures, and to detect oil or gas leaks. The startup also provides a real-time global positioning system (GPS) tracking solution that offers a comprehensive overview of a fleet’s location and history. The startup helps railroad operators reduce maintenance costs by enabling early detection of potential failures.

Artificial Intelligence.

AI finds many applications in the rail industry, including asset management, preventive maintenance, and emergency alerting. Deep learning algorithms and neural networks help optimize train schedules and minimize delays. In addition, advanced passenger information systems improve transportation services and increase passenger satisfaction.

Train Brain – AI traffic planning and control

Swedish startup The Train Brain develops artificial intelligence models that improve the reliability of public transport. The startup’s tool provides delay forecasting, as well as real-time traffic modeling and reporting. The tool processes train schedules and signaling or global positioning system (GPS) data to predict the train network. Train Brain allows rail operators to make data-driven traffic planning decisions, and passengers get more information when planning their commute to and from work.

Cedar AI – Train Station Operations

U.S. startup Cedar AI offers artificial intelligence-based solutions to help rail operators improve the efficiency of marshalling station operations. The startup’s artificial intelligence-based platform integrates with existing software to enforce safety rules during train station operations. The platform helps railroad operators optimize warehouse processes and reduce workload and improve train safety.

Decarbonizing

Although railroads are the most sustainable mode of transportation, in line with ambitious zero-emissions plans, governments are seeking to further decarbonize the rail industry. The most common decarbonization solutions include replacing diesel trains with battery technology, hydrogen fuel cells, or electric trains. To further minimize CO2 emissions railway operators use electric locomotives powered by renewable sources of energy, such as solar energy or wind.

Core Environmental Systems – battery power solutions

Australian startup Core Environmental Systems offers energy storage solutions to the public and end users in a variety of industries, including railroads. The startup’s Enviro Cell-Rail , designed specifically for the needs of the railroad industry, solves the power shortage of traditional batteries. In doing so, the startup reduces and sometimes eliminates monetary losses for rail operators while improving the efficiency of rail transportation.

Hoeller Electrolyzer – Electrolysis Batteries for Hydrogen

U.S.-based startup Hoeller Electrolyzer supplies polymer electrolyte membrane (PEM) electrolysis stacks for manufacturers of environmentally friendly hydrogen systems. The startup offers its Prometheus electrolysis stacks to optimize hydrogen fuel cell storage capabilities in electric and hybrid locomotives. This optimization increases the maximum performance of PEM electrolysis as well as reduces the cost of green hydrogen storage.

Rail Mobility

Modern rail mobile communication systems, augmented with 5G technologies, provide low-latency communication and high performance as well as reliable rail infrastructure. In addition, connectivity-based train control (CBTC) provides efficient rail traffic management and asset monitoring. Train connectivity applications cover train positioning, control, maintenance, passenger service and passenger data collection.

Tethir – ground-to-car connectivity

British startup Tethir is developing optoelectronic ground-to-vehicle communications devices for connecting trains and autonomous vehicles. The startup’s devices provide high throughput with low power consumption. The solar-powered devices create a wide field of view for better communication.

Passengers – On-Board Communications.

Czech startup Passengera is developing a platform that provides Wi-Fi connectivity and an infotainment system for train passengers. The startup’s connectivity solution gives passengers access to in-flight entertainment, news, and travel and accommodation information via smart devices or laptops. In addition, the startup’s connected solutions support passenger information and train ticketing systems, route information and security cameras.

The passenger experience

To improve the passenger experience, railroad companies use automatic ticket sales and video surveillance, create train delivery services, and create accommodations on trains. Video surveillance detects theft and helps optimize passenger flow. In addition, smartphone and mobile apps automate ticket sales and price comparisons for passengers and train companies. Onboard systems further improve last-minute reservations, identity control, and seat assignment, and infotainment systems engage passengers during the journey. To further simplify the ticketing process as well as passenger identification, companies are using biometric ticketing solutions.

GoWith – seat distribution platform

Israeli startup GoWith is developing a seat distribution platform for rail companies. The startup’s RideWith software-as-a-service (SaaS) platform allows companies to create specific zones on the train. Specifically, zones can include a quiet and family-oriented environment, a casual or business zone, which improves the passenger experience.

RailRestro – Food delivery to seat on the train

Indian startup RailRestro offers food delivery services to train passengers. The startup’s online service allows contactless delivery to the passenger’s seat on the train from a number of accredited restaurants. The startup gives passengers the opportunity to turn a train ride into a culinary experience.

High-speed rail

The development of high-speed rail systems aims to make transporting people and freight more efficient and frequent. HSR includes the design and construction of high-speed trains and lines. In particular, companies are focusing both on adapting existing infrastructure and on developing new high-speed systems, such as Hyperloop, which can reach speeds of more than 1,000 kilometers per hour.

Zeleros – autonomous Hyperloop vehicles

Spanish startup Zeleros is developing autonomous vehicles with hyperloop and electric-powered infrastructure. The vehicle, powered by an electric propulsion unit, uses active magnetic levitation technology. In addition, the startup is developing an electric aerodynamic propulsion system for the vehicle to reduce the need to place linear motors along the track, and an electromagnetic launcher to optimize the vehicle’s range.

NEVOMO – a passive magnetic cushion train

Polish startup NEVOMO is developing a magnetic rail system capable of reaching speeds of up to 550 km per hour. The train uses passive magnetic levitation and linear motor technology to further improve the transportation of people and goods. The startup’s technology allows the new concept trains to run on existing tracks alongside conventional trains. In addition, NEVOMO is developing plans for Hyper-Rail and Hyperloop technologies.

Rail Automation

Rail automation goes beyond autonomous train operations (ATO). Startups and scale companies are developing robotic systems for infrastructure cleaning and maintenance, as well as unmanned technologies for remote inspection. In addition, traction control automation prevents delays and improves the safety of rail infrastructure. Rail automation helps railroad companies optimize asset efficiency, monitoring and maintenance, making railroads more convenient and reliable for passengers.

TerraDrone – aerial photography and modeling

Australian startup TerraDrone provides a wide range of services to industries, including railroads. The startup’s services include topographic and volumetric surveys, three-dimensional computer-aided design (CAD) models and three-dimensional mesh models, as well as virtual reality and high-altitude inspections. The startup has conducted inspections of railroad bridges using drones to improve safety and maintenance of critical public infrastructure.

Laser Precision Solutions – railroad track maintenance

Dutch company Laser Precision Solutions is developing laser technology solutions for track maintenance. The scalability product, LaserTrain , solves the problem of low grip on the rail head that causes train delays due to fall foliage accumulation on the track. TriboMeter is another real-time solution for measuring friction between rails and trains to optimize acceleration and energy consumption. By improving traction, the solutions reduce train delays and cancellations and improve overall rail safety.

Big data and analytics

The use of big data in the rail sector is paving the way for train communications, predictive analytics, asset management, passenger information systems and data management platforms. Intelligent rail sensor deployments collect and analyze millions of data points to further improve the safety, security and reliability of rail infrastructure. The ability to predict failures further enables rail operators to plan repairs, improving railroad availability. Startups and scale companies are developing IoT sensors to collect data on virtually every aspect of rail infrastructure, including cars, tracks and signaling devices.

Raildiary – a project management system

British startup Raildiary provides a data-tracking platform for railroad construction companies. The startup is developing the Sitediary app, a platform for managing and analyzing railroad projects. The startup’s solution has applications for railroads, including maintenance, signaling and electrification, as well as fatigue and emergency management. The solutions optimize the efficiency of railroad construction projects, minimizing delays, wasted resources and unnecessary costs.

Everysens – Rail Traffic Management

French startup Everysens provides traffic management system (TMS) solutions for railway and freight forwarding companies. The startup’s proprietary platform, TMS Rail , combines AI and IoT to provide a real-time TMS solution for rail operators. The platform allows operators to make processes more efficient to ultimately optimize end-to-end rail operations.

Augmented and virtual reality

Mixed reality applications in the rail industry encompass staff training, project visualization and customer interaction. Interactive train windows provide infotainment and route information, and mobile augmented reality (AR) applications allow passengers to participate in the design of rail infrastructure. In addition, virtual reality (VR) headsets make learning more immersive and informative. AR and VR solutions allow railroad companies to reduce training costs and increase passenger satisfaction and loyalty, increasing their sales.

TSUKAT – virtualization for railway stations

Ukrainian startup TSUKAT develops AR/VR applications and interactive solutions for different industries. In particular, the startup provides customer engagement services for train stations. The startup’s mobile apps allow passengers to interact with the train station infrastructure and receive instructions on how to navigate to the station using their mobile devices.

VRTECH – Staff Training

Dutch startup VRTECH offers virtual reality design, demonstration and training systems for personnel development and marketing. The startup is developing a number of railroad simulators to improve the skills of train inspectors and engineers. The startup also provides simulations of train station design, demonstrating future services and allowing passengers to experience various features of station infrastructure.

The post 10 Major Trends and Innovations in the Railway Industry appeared first on StarInc.

Experiments with battery-powered rolling stock have been conducted in various countries, notably Belgium, France, Germany, and Italy, since about 1890. In the United States, Edison-Beach motor cars equipped with nickel-iron batteries have been in operation since 1911. In New Zealand on the 34 km long Little River line from 1926 to 1934 a self-propelled car was operated on accumulator batteries with the range of 160 km (fig.1). In Ireland, Drumm nickel-zinc batteries were used on four two-car trains of the Harcourt Street line in Dublin from 1932 to 1946.

Although traction batteries have been attempted on rolling stock for more than 100 years, they have only relatively recently reached a level of development that allows them to begin to be implemented. In most cases, traditional electrification, which requires the construction of traction substations and overhead wiring, is still used to provide trains with power. However, this solution is appropriate only for lines with sufficiently high traffic intensity.

Batteries are often referred to as an important alternative energy source for traction along with hydrogen fuel cells, but it should be remembered that fuel cell trains must also be equipped with traction batteries. Fuel cells provide the average level of energy required for traction, but do not provide the short-term peak energy needed to accelerate the train. Therefore, fuel cells serve to continuously charge the intermediate battery that generates the energy used for traction. Batteries also allow the energy released during regenerative braking to be stored, further enhancing their use on rolling stock.

The benefits of traction batteries are largely related to, but not limited to, environmental performance. Optimized batteries can be used to power auxiliary devices (heating, ventilation, air conditioning), which are often the second largest consumer of energy on rolling stock after the traction drive. In addition, they can be used for power supply of the train during washing and cleaning or for its movement around the depot, thus eliminating the need to lift the current collector or start the diesel engine.

According to estimates, the number of diesel trains currently operating in Europe, which in the next 10-15 years will have to be replaced, varies from 2 to 10 thousand. Instead, they will be replaced by electric trains powered by the contact network, hybrid trains or rolling stock powered by alternative energy sources.

Rolling stock suppliers believe that the market for trains equipped with traction batteries has not yet formed. At the same time, according to experts, there is a need for trains that do not use diesel engines, and the question of choosing the best traction technology for such trains remains open. At the same time, there are now almost no tenders for suburban and regional trains equipped exclusively with diesel propulsion systems.

For the first time traction batteries were used on urban rail transport, where the weight of the rolling stock is relatively low and energy consumption is significantly lower compared with mainline freight or passenger trains. Initially, it was supposed to recharge the onboard batteries at each stop, which allowed to refuse the use of the contact network, at least in some sections (Fig. 3). With advances in technology, it became possible to run the entire line without recharging, which is especially important in historic centers because contact wires are thought to distort the cityscape.

Currently, the level of technology development makes it possible to install traction batteries on shunting locomotives and regional passenger trains, as well as on freight locomotives. However, in this sector, the transition to battery traction is slower, both for technical reasons (due to the need to ensure higher traction and power indicators) and economic reasons.

Despite the reduction in the cost of batteries, the problem of battery life remains acute. During the life cycle of the rolling stock, the battery has to be replaced 2 or 3 times. The service life of a diesel engine is significantly longer.

Research

Europe is considered a leader in the development of battery-powered rolling stock, with manufacturers using mostly batteries supplied from Asian countries. Research is also being conducted in other countries of the world. Currently, lithium-ion batteries are mainly used in rail transport as traction batteries with lithium-containing substances in the cathode material. These include, in particular, lithium titanate oxide (LTO), lithium iron phosphate (LFP) and lithium nickel manganese oxide (LMNO) batteries. Batteries containing nickel, manganese, and cobalt (NMC) as cathode material are also common.

The use of batteries on rolling stock requires meeting fairly stringent requirements for fire protection, accident resistance and vandalism resistance. At the same time, the installation of traction batteries must not compromise the safety of the train. This explains why certain types of batteries should not be used in rail transport. The potential danger of batteries catching fire can be eliminated by a control system that prevents overheating; it also eliminates the possibility of over- or under-charging that could cause cell damage.

NMC batteries are typically used when high capacity is required, and LTO batteries when significant power is needed. Technology is evolving and improving, but so far even the latest developments do not provide a single solution that provides both sufficient capacity and high power density. The situation is expected to change with the appearance of solid-state lithium-ion batteries on the market, which could happen within the next 2 years. This will double the capacity, charge rate and power of the batteries.

The Blues train created by Hitachi Rail and demonstrated at InnoTrans 2022 was the first hybrid train to enter regular service in Europe, capable of running on overhead wires, diesel and batteries. In December 2022, the train, built for the Italian national operator Trenitalia, began carrying passengers to the island of Sicily (Fig. 6). It is expected that in the future such trains will appear in other regions of the country. The LTO batteries were chosen for the Blues train in accordance with the operator’s requirements. When powered by batteries, the train can accelerate up to 140 km/h and has a range of 60 km without recharging.

At the same time, preparations are being completed to put the Stadler-built FLIRT hybrid trains ordered by the British operator Transport for Wales into regular operation. A sample train was also displayed at InnoTrans 2022.

New technical solutions

Batteries are being improved incrementally, with a focus on increasing the power-to-weight ratio. To meet this challenge, alternative materials, particularly sodium, are being explored to replace lithium, the price of which has increased by more than 500% in the last 18 months due to logistics issues and the significant demand for electric vehicles.

This, combined with the relatively short life span of the battery compared to the train it provides energy for, contributes to the life cycle cost of battery-powered rolling stock. Most LTO batteries are designed for 20,000 charge-discharge cycles, which typically means replacing them every 8 to 10 years, and only a few last up to 12 years. This is significantly less than the minimum service life of 30 years established for new rolling stock. However, trains can be equipped with new batteries with improved characteristics when batteries are scheduled for replacement, since it is quite likely that technology will continue to evolve from the time the train is put into service.

For batteries used on rolling stock, one of the requirements is a shorter charging process. This increases the load on the battery, which leads to faster battery aging. Another important factor that affects battery life is the temperature at which the battery is stored and operated. Its influence is currently being studied.

Despite the similarity of basic technical solutions, due to the large number of charge-discharge cycles and significant loads typical of batteries installed on railway rolling stock, batteries used on electric vehicles are not suitable for use on electric trains and locomotives, even if a significant number of them are combined into a battery to obtain the power required to provide traction. Nevertheless, specialists are constantly monitoring the experience of battery use in other modes of transport, including road and water, as well as solutions concerning batteries used in industrial equipment. Experience shows that batteries for electric vehicles are designed specifically for this area of application, as they are tailored to the respective specifics of operation. On the railroad, conditions are quite different.

Rolling stock suppliers leave battery chemistry research to specialists in the field and focus primarily on developing control systems that charge and discharge batteries in such a way as to optimize performance and extend battery life. While the cell manufacturer can provide a two-year warranty, battery manufacturers or rolling stock manufacturers typically provide a battery module with a life of at least 8 years.

ABB has developed a remote battery condition monitoring system that provides a complete view of battery performance when operating within a given range. The system also identifies weak cells within the battery and offers an online portal where users can check the condition of their batteries.

An onboard lithium-ion battery reaches the end of its life when it loses 20 to 30 percent of its capacity. Research is currently underway to reuse partially depleted batteries before they are recycled. One potential solution is to install such batteries in stationary applications such as rapid charging points for light rail rolling stock, they can also be used to store energy derived from solar panels in power plants and other facilities.

Rationale for the choice

Rail transport is the most environmentally friendly way to transport both passengers and freight, but this advantage can only be fully realized by attracting more customers from other modes of transport. It is not reasonable to switch to battery power for rolling stock if such a solution is economically unjustified. Despite the attractiveness of new technologies, it is necessary to verify the effectiveness of their use in rail transport.

In some cases, decisions are made to introduce hydrogen fuel cell rolling stock on certain sections, although it seems more feasible to use battery-powered trains there. In other cases, where conventional electrification would be more appropriate, battery-powered rolling stock is being introduced. Operators should make more deliberate decisions about the appropriateness of different technologies on a case-by-case basis.

Growth in the supply of battery-powered rolling stock

Recently, not only in Europe, but worldwide, there has been an increase in orders for battery-powered trains.

Not all rolling stock manufacturers seek to implement the most advanced technologies, some continue to use proven solutions. For example, Schalke, which supplies battery-powered rolling stock for subways and the mining industry, is ready to offer products with lithium-ion batteries, but for now, its customers still prefer to use lead-acid batteries, as that technology is quite mature. Mining companies tend to be conservative and are not willing to take risks. The cost of lithium batteries is higher, and their operation requires solving problems related to fire safety.

The post Prospects for Traction Batteries in Railway Transport appeared first on StarInc.

In August 2021, the U.S. Senate approved the Infrastructure Bill, which provides for the allocation of $1 trillion for the renewal and development of the country’s transport infrastructure. IN AUGUST 2021, THE U.S. SENATE APPROVED THE INFRASTRUCTURE BILL. Of that amount, $66 billion will be used to improve intercity rail service, of which $22 billion is for Amtrak Corporation, including $6 billion to upgrade the infrastructure of the 735 km Northeast Corridor Washington-New York-Boston with design speeds on some sections from 201 to 241 km/h and $16 billion to modernize the national rail network, including lines that carry government-subsidized passenger service.

In addition, $39.2 billion is earmarked for urban rail systems, and the U.S. Federal Railroad Administration (FRA) should receive $36 billion, including $24 billion for upgrades to the Northeast Corridor and $12 billion for new sections and intercity line upgrades. There is $8 billion for safety improvements on freight rail lines used to pass passenger trains, such as eliminating railroad and highway level crossings.

It should be noted that in its half-century history Amtrak has never before received funding of such volume. According to experts, allocation of 6 billion dollars for the Northeast corridor will allow to carry out urgently needed measures on modernization of rolling stock, re-equipment, reconstruction and development of repair enterprises, bringing passenger stations in accordance with requirements of the Americans with Disabilities Act (ADA).

Similarly, the $16 billion addressed to the national railroad network will allow for long-delayed, capital-intensive activities on Amtrak’s assets.

Connect NEC 2035 Plan

The corporation’s allocation could be used for projects included in the Connect NEC 2035 Plan (C35). The plan was introduced on July 15, 2021, by the Northeast Corridor Commission, established by the U.S. Congress with four representatives from Amtrak, five from the U.S. Department of Transportation, and one each from the federal District of Columbia and the states of Massachusetts, Rhode Island, Connecticut, New York, New Jersey, Pennsylvania, Delaware, and Maryland. The $117 billion Connect NEC 2035 plan. The $117 billion plan is 15 years long and includes about 150 projects to rebuild the Northeast Corridor, which before the coronavirus pandemic was carrying up to 2,200 trains a day. The goals of the project include expanding the areas served and reducing travel times while improving the reliability and safety of transportation.

Among the priorities of this plan are the Gateway project, which will build a long-awaited new tunnel under the Hudson River in New York City to complement the 111-year-old North River Tunnels and replace the Baltimore & Potomac Railroad tunnel in Maryland, in service since 1873. Equally high priorities are upgrading the East River Tunnel in New York City and replacing critical bridges in New Jersey and Connecticut, which are 110 to 120 years old.

Nationwide, Amtrak’s priorities are guided by Connects US’s 15-year strategy to cover the U.S. rail network. This strategy was released on March 31, 2021, the same time the head of state presented a draft national infrastructure program. The essence of Amtrak’s strategy is to connect up to 160 territorial entities in 25 states with rail lines by building new lines and modernizing existing ones. Amtrak has identified 59 corridors and plans to open new passenger stations in more than half the states, thereby improving transportation services to 47 of the 50 largest U.S. metropolitan areas and creating more than half a million well-paid new jobs. By 2035, Amtrak’s transportation services are projected to have an annual net economic impact of $8 billion and an annual value-added created of $195 billion. Preliminary estimates show that by 2035, the corporation could have 20 million more riders per year and $800 million more revenue per year than it did in pre-pandemic 2019 as a result of this strategy.

Specifically prioritized for development are the following rail routes: New York – Albany – Montreal, San Diego – Los Angeles – Santa Barbara – San Luis Obispo, Chicago – St. Louis and Chicago – Milwaukee (Minneapolis), for which plans are already being developed.

The latter route is currently served by a daily Empire Builder long-distance train linking Chicago to the cities of Portland on the Columbia River and Seattle on the Pacific Coast, as well as seven trips a day by a Hiawatha-branded train.

Another priority of Amtrak’s strategy is to build new lines in regions that have seen rapid population growth in recent decades, to which the company has not previously been able to respond adequately. This includes the formation of the meridionally oriented Front Range corridor to connect Cheyenne, Wyoming, with Fort Collins, Denver, Colorado Springs, and Pueblo, Colorado. There are about 5 million people living in the area that is gravitating to the corridor in question.

The so-called 3C+D corridor in Ohio is also a priority for Amtrak. The four major cities in that state, Cincinnati, Dayton, Columbus and Cleveland, which gave the corridor its name, are currently not served by rail. Amtrak proposes to run three daily trains with a 5:30 trip time along the route. There are also plans to extend the Heartland Flyer (Fort Worth-Oklahoma City) northward to Wichita and Newton, Kansas, i.e., to connect with the Southwest Chief (Chicago-Los Angeles).

There is also a priority plan for improving transportation in the Texas Triangle megaregion, with new rail passenger service between its four largest cities, Dallas, Houston, Austin and San Antonio, and the resumption of the daily Texas Eagle (Chicago to San Antonio) train service.

Amtrak’s priorities also include new connections between Los Angeles and Riverside, California, and Phoenix and Tucson, Arizona. Phoenix is the fifth most populous city in the U.S., but with a developed urban rail transport, it lacks intercity rail passenger service (the nearest passenger station is 48 km away). However, the implementation of this and other possible projects specified in the 15-year Amtrak strategy requires the effective cooperation of local authorities and other involved structures. Only together with them can the basic parameters of the new passenger corridor be defined, which will ensure its efficiency.

Another high-priority project reflects Amtrak’s commitment to one-hour train service in Virginia over the next 10 years. The $3.7 billion Transforming Rail in Virginia initiative proposes building a new double-track line between Washington, D.C., and Ridgeway, N.C., with Amtrak intercity trains and Virginia Rail Express (VRE) commuter trains.

The company is prepared to invest $944 million in the construction of this line to allow it to run six daily pairs of trains and the exclusive right to intercity service for 30 years.

This project also includes the construction of a new double-track bridge over the Potomac River specifically to allow passenger trains to pass in close proximity to the CSX-owned bridge, the only railroad bridge currently connecting the U.S. capital with the state of Virginia. The cost of the bridge is estimated at $1.9 billion, and another $1 billion must be invested in infrastructure development in the state, including the construction of 60 km of new track, which is supposed to be built in several stages until 2030.

This ambitious project under consideration would provide Amtrak with direct passenger service between the Northeast Corridor and the states of Virginia and North Carolina, potentially complementing the Raleigh to Charlotte, North Carolina service served by the Piedmont train, which has been in growing demand in recent years, and the New York to Charlotte (Carolinian long-distance train) service.

There are also plans for a high-speed line between Charlotte, North Carolina, and Atlanta, Georgia.

If we consider that Charlotte is the second most important financial center in the United States after New York, the Raleigh – Durham – Cary triangle in North Carolina is a major technical and technological center of the Atlantic coast, and Washington is the capital of the country, which the Northeast Corridor connects with New York and Boston, it becomes clear what prospects Amtrak Corporation has in this region.

State governments in the Midwest, South and Southwest United States are now actively committed to developing rail passenger service in their territories. The geography of Amtrak’s transportation service offerings may change considerably when the company gains access to regions where rail transportation has so far been exclusively for freight. In 1971, the rail passenger service network was based on the distribution across the country of its 220 million people. After half a century, the U.S. population reached 333 million, and while it remained almost unchanged in the Midwest and Northeast, in the South, Southwest and West it increased by about 110 million. By 2050, the population could grow to 389 million.

Meanwhile, Amtrak’s message network has not changed much since 1971. However, in a number of key corridors, the operator is ahead of competing air transport: for example, Amtrak’s share in 2019 in traffic in the connection New York – Washington was equal to 78%, in connection New York – Boston – 54%, Seattle – Portland was 57%.

The post Amtrak Plans and Prospects appeared first on StarInc.

U.S. freight railroads are almost entirely privately owned and, unlike trucks and river barges, operate on the infrastructure they own, build, maintain and pay for themselves. Working with tens of thousands of rail customers, they generate economic growth, support job creation, reduce highway congestion and make cleaner air.

The Great Seven

Class I railroads include companies with at least $505 million in annual revenues. That’s the threshold set in 2019 by The Surface Transportation Board.

There are seven major players on the market: BNSF Railway, Canadian National Railway, Canadian Pacific Railway, CSX Transportation, Kansas City Southern Railway, Norfolk Southern Railway and Union Pacific Railroad.

They accounted for about 68 percent of freight railroad mileage, 88 percent of employees, and 94 percent of revenue in 2019.

Each Class I railroad operates in several states over thousands of miles of track. And some of them operate not only within the United States, but also in neighboring countries, Canada and Mexico. They generate a total of 2.7 trillion tons of freight work per year.

Class I railroads employ about 135,000 railroad workers, who are among America’s highest-paid workers. In 2019, the average Class I railroad worker earned $94,400. Including fringe benefits, the annual compensation was $132,900.

Railroad workers are covered by a retirement system that is funded by the railroads and their employees. In fiscal year 2019, about 534,000 beneficiaries received pensions and survivor benefits totaling $13 billion.

At the same time, U.S. railroads are at the forefront of the nation in terms of capital investment in development.

For example, in fiscal year 2017, $22 billion was invested in developing, maintaining and modernizing the network. According to Towson University’s Institute for Regional Economic Research, orders for railroads supported approximately 1.1 million jobs (nearly eight related industry jobs per railroad worker). The total economic impact was $219 billion.

The railroads also paid nearly $26 billion in taxes.

Railroads move about 40 percent of U.S. freight in general. The range of cargo is very broad, from coal and oil to groceries and automobiles.

It is estimated that overall, since 1980, freight railroads have spent more than $740 billion on infrastructure support and upgrades.

This network, which the freight railroads own, carries the state-owned Amtrak intercity passenger service and commuter traffic.

Regional carriers.

There are approximately 630 freight companies in the U.S. known as regional and short lines (Class II and III, respectively). They range in size from tiny family businesses that handle a few cars a month to huge lines that are close to Class I railroads in volume (up to $270 million in revenue a year). Combined, they earn several billion dollars annually.

The second class railroads are those with more than $40 million in revenue per year. There are about 20 such companies. The rest are Class III railroads, the largest group.

The regional and short lines have only about 50,000 km of network. In some states, they serve up to a quarter of all rail lines.

Class II and III railroads employ 17,800 workers. They ship more than 9 million cars annually.

Today’s railroad industry carries short line freight in large part a product of deregulation that began in the country in 1980. By then, short lines were only 8,000 miles.

Short lines are the only way to connect to the nationwide network for many of the country’s outlying cities. “For small businesses and farmers in these areas, loading 25 cars and transporting them 75 miles to the nearest Class I interchange is just as important as the ability to attach that group of cars to a 100-car train and move it across the country,” says the Association of American Railroads.

Class II and III railroads, which maintain and operate their own infrastructure, act as a feeder to the national-scale distribution system.

These lines also participate in the organization of passenger transportation.

Depending on the class, the railroads apply different labor rules. In addition, for example, short lines may rely more on government support because they are socially important to a particular region.

The post U.S. Freight Railroads: What the Classification Means appeared first on StarInc.

Railroads are booming, and not just in North Platte. Thanks to changes in technology, rising diesel prices and improved delivery speeds, more and more freight is moving from the highways to the railroads: trains need only one gallon of fuel to move a ton of goods 500 miles. The number of shipments on Union Pacific has increased from 133,000 to 180,000 tons since 2009. The company’s stock price has risen 350% since 2009, with competitors Kansas City Southern and Canadian Pacific having doubled their share prices.

Industry revenues have risen 19% to $80.6 billion since 2009, and 10,000 new railroad jobs have been created and countless in related industries. The Federal Railroad Administration predicts that by 2035, the volume of freight carried by U.S. railroads will grow by 22%.

Breakthrough Destination

All of this leads to billions of dollars of investment in new railroad and infrastructure developments not seen in America since the construction of the transcontinental railroad. Today, thousands of state-of-the-art locomotives – far more fuel-efficient and less polluting than those that came before – are running on American railroads.

But most importantly, the boom occurred in an industry that takes nothing from taxpayers. That includes $20 billion in annual infrastructure spending, including $3 billion for a powerful mandatory safety improvement program known as Positive Train Control. What a contrast to America’s highways, which receive $40 billion in federal subsidies each year!

Of course, not everything is perfect here. Last year, freight traffic was lower because of stagnation in the coal and other industries. The railroads have been modernized, but so have ideas about safety and environmental preservation, especially after a string of deadly explosions on oil trains. It is already clear that the success of railroads is not a short-term tribute to fashion. There are many signs that we are in the early stages of an amazing industry renaissance.

The train that’s going away.

Investors have put a rush on the stock of railroad companies such as Carl Icahn’s American Railcar Industries.

America’s second railroad boom began with tragedy. On a sunny September day in 2008, a driver operating a commuter train in California was distracted by sms, ran a red light and crashed into a UP freight train. The driver and 24 passengers were killed and 135 others were injured. It was the worst railroad disaster in nearly twenty years. As early as October, Congress passed the Railroad Safety Improvement Act, requiring companies to pay for, build and implement a new, safer traffic control system by 2015. The law required UP alone to retrofit an average of 2.5 locomotives and 10 miles of railroad track per day for seven years.

The new system revolutionized freight transportation because it allowed railroads to locate locomotives to within a yard (and with remote access to stop a train if a driver ignored the signal). Not only was it safer, it was also more efficient: previously trains would stop at every red semaphore, but the system would allow drivers to know ahead of time about scheduled stops and simply reduce speed to a level where they would not have to stop completely and then burn more fuel coming off the track.

The increase in efficiency has coincided with improved economics. The price of diesel fuel began to approach $4 a gallon again, so orders began to rise and the cost of the traffic control system was no longer perceived as a heavy burden.

Ironically, the main development in railroad transportation has been precisely related to oil transportation. The energy boom has benefited railroads, especially where oil reservoirs are located in places where there are no pipelines, such as Bakken, North Dakota. EOG Resources ordered the first train to transport crude oil from Bakken in 2009. Now BNSF alone carries 600,000 barrels (that’s enough crude in refined form to fill 1.3 million tank cars). BNSF now has 10,000 tank cars designed to carry oil. “We’re on our way to having our railroads carry 1 million barrels a day,” says BNSF Chairman Matt Rose. – “We’re experiencing the kind of growth I’ve never seen in my entire career.

The railroads transport more than just crude oil. For each new field oil companies order 40 cars of materials. There is gravel and concrete to build the base of drilling rigs. And hydraulic fracturing requires hundreds of tons of sand, which is poured into the wells, thus preventing oil and gas from escaping. Most of this sand is transported by rail from quarries in Wisconsin.

The locomotive of the industry

A new generation of railroading is taking shape in a shiny white building in Fort Worth, Texas. GE Transportation, a subsidiary of General Electric, is headquartered here. GE has been building locomotives in a huge complex in Erie, Pennsylvania, that employs 5,000 people for more than a century. But the Fort Worth plant, which opened in January 2013 in response to increased demand, is 20 percent more efficient.

Four new locomotives leave here every week (with plans to increase production to five in the second quarter). There is bright lighting and fresh air, and the ceilings are so high that the locomotives can be turned upside down to install the wheels. Using huge cranes, 400 trim GE employees, in stylish black polo shirts and often with iPads in hand, assemble the locomotives from parts like children with a Lego set, moving five pre-assembled modules on a 73-foot-long steel platform. The 12-cylinder engines come here from GE’s Grove City, Pennsylvania plant, the generators from the Erie factory, and the combined traction engines from GE’s Mexico City facility.

These two-hundred-twenty-ton power plants on wheels look majestic. But in addition, GE locomotives – just like their competitors produced by Caterpillar, Siemens, and Bombardier – are smart: they are stuffed with 250 sensors and two dozen microprocessors. By analyzing massive amounts of information, GE is helping railroads and their customers increase productivity, reduce fuel consumption and minimize downtime. RailConnect 360, GE’s new monitoring and diagnostic software, can even predict train breakdowns.

Case in point – trains wriggling through hilly terrain are like toys on springs. When the train goes up the hill, the cars stretch; when the train goes down, they almost overlap one another. Trip Optimizer, GE Transportation’s new smart speed stabilizer system, detects the slope of the hill, the length and weight of the train, its grade and braking distance. It then automatically adjusts the speed of the train to maximize efficiency and minimize fuel consumption.

The information comes from GPS, from topographic maps of the laid track and from sensors mounted on locomotives. All of them work according to complex algorithms of train control. The control is not fully automated, as it is in some passenger trains (for example, in the Paris subway), the entire process is controlled by the driver. However, the system is smart enough to detect that a turn is approaching, or that some of the rails are busy, and automatically slow down to soften the springiness.

The system is already installed on 2,500 locomotives on eight railroads in North America, Australia and Brazil. GE reports that customers have saved 3% to 17% fuel, depending on the type of train and topography. The company says Trip Optimizer-equipped locomotives have already traveled 100,000,000 miles, saving 25 million gallons of diesel fuel. Norfolk Southern estimates that increasing rail speeds by at least one mile per hour would save the company more than $200 million a year.

GE is also testing new technology that should help marshalling yard managers get the right cars to the right trains faster. Currently, cars are idle about 40 percent of the time. Such low productivity pisses off customers like Ford Motor, whose general manager Mark Fields, after his cars began piling up in parking lots waiting for locomotives to take them to dealers, met with railroad officials last year and asked for a higher turnover rate. According to Ford officials, the problem has been solved.

GE’s attention is now focused on the fuel problem, and the company wants to release a new line of locomotives that can run on liquefied natural gas and save up to 50 percent on diesel fuel at the former price. This is critical because their main competitors, truck fleets, are already switching to cheaper natural gas. BNSF and Canadian National are already trying converted natural gas on trains across North America.

The post Transportation Fever: Why the U.S. is Experiencing a New Rail Boom appeared first on StarInc.

The first American “swallow” to follow the TGV were the Acela type trains which connected Washington DC, New York and Boston on one line. One way distance is 734 km. The trains run at an average interval of about one hour (there are a total of 20 trains a day both from Washington and Boston).

The joint creation of the Canadian company Bombardier and French Alstom began regular runs in 2000. Though, it still has to grow up to the French “brother” in speed (240 km/h), but it cannot complain about the lack of passengers: nowadays the Acela trains provide half of all Amtrak company income.

Apparently, these indicators became one of the reasons why President Barack Obama set the following goal for America: in 25 years, up to 80% of Americans must have regular access to the high-speed rail service. And we are talking about trains that can reach speeds of 350 kilometers per hour. This plan became one of the key projects in the economic stimulus program, which was put forward by Obama in 2009. Its total cost is 797 billion dollars.

It is impossible to say that the project of covering the whole territory of America with high-speed steel lines has unconditional support of politicians and the public in the conditions of difficult economic situation in the USA. But supporters of the “flying” expresses remind: Traffic jams in urban areas of America cost the country $110 billion annually because of needlessly wasted fuel and time, while the major French railway company SNCF paid taxes to the amount of $780 million to its government for the last 5 years.

By now, the deployed length of America’s steel lines (if all the tracks are connected together so that one long track is created) is 357,000 km.

And a little about the future

Rail transport is returning to the cities. In Washington in 2013 after half-century absence streetcars will go again. The authorities of the capital intend to build 60 km of tracks, having spent for that 100 million dollars.

The number of Amtrak customers continuously increases for the ninth year in a row. Last year 30 million people used the services of the company, or nearly one in ten Americans. Rail travel is also growing in popularity. Trains with special sightseeing cars make sightseeing trips from the East Coast to the West Coast. And even avid motorists often prefer to put their cars on the freight platforms, get on the same train in passenger cars and thus get to their destination, bypassing the inevitable traffic jams on the approaches to the cities.

As cheap gasoline and easy car travel become a thing of the past in the United States, America’s transportation future increasingly takes on the appearance of the high-speed express train.

The post Chasing the TGV appeared first on StarInc.