freight transportation and logistics - railroads
TRANSCRIPT
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Freight Transportation and Logistics - Railroads
CE 453/553Winter 2008
Dr. Chris Monsere
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Freight Railroads Outline
• Modal profile• Major commodities• Market structure• Oregon railroads and profile• Car types and loadings• Car ownership• Locomotives• Types of trains• Terminal operations• Moving freight from here to there• Bills of Lading• Waybills and tariffs• A little regulatory history
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Common Carrier
• English common law– Judicial precedent
• A transportation company that provides freight service to all who seek it
• Duties – must serve, deliver, charge reasonable rates, and not discriminate
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Excellent Reference
• The Railroad: What It Is, What It Does /4th EditionAuthor: John H. Armstrong, Judy ShepherdPublisher: Simmons Boardman Pub Co; 4th edition (September 1998)Description: Paperback: 270 pages ; ISBN: 0911382046
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Modal profile
• Railroads ideal for transporting high volume, low value commodities– Coal– Farm products– Petroleum– Chemicals
• Growing use of intermodal movements– Containers, TOFC, COFC
• Efficient per ton-mile in terms of fuel
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Major commodities
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Market Structure
• Class I carrier has >$250 M in revenue
• Regional (Class II): operating revenues between $250M and $20M
• Local Short-line (Class III): Carrier operating revenues <$20M
• Terminal and switching railroads also Class III
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Rail Track Mileage and Number of Class I Rail Carriers, United States, 1833-2005
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1830 1850 1870 1890 1910 1930 1950 1970 1990
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Rail Track MileageClass I Rail Carriers
Copyright © 1999-2006, Jean-Paul Rodrigue, Dept. of Economics & Geography, Hofstra University, Hempstead, NY, 11549 USA. Used for educational purposes only as per copyright
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Major North American Railroads
• United States– Union Pacific– Burlington Northern Santa Fe– CSX– Norfolk Southern– Kansas City Southern
• Canada (US)– Canadian Pacific (Soo Line)– Canadian National (Grand Trunk)
• Mexico– Transportacion Ferroviaria Mexicana– Ferrocarril Mexicano
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Major North American Railroads
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Union Pacific
• Operating Revenue $11 billion
• Operating Expense $8.8 billion
• 27,692 miles of road
• Carloads 7.6 million
• 2006-capital expenditures - $2.1 billions
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Burlington Northern Santa Fe
• Operating Revenue $9.2 billion
• Operating Expense $7.5 billion
• 25,355 miles of road
• Carloads 6.9 million
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CSX
• Operating Revenue $6.4 billion
• Operating Expense $5.8 billion
• 19,503 miles of road
• Carloads 6.3 million
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Norfolk Southern
• Operating Revenue $6.3 billion
• Operating Expense $5.3 billion
• 17,065 miles of road
• Carloads 5.1 million
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Kansas City Southern
• Operating Revenue $0.56 billion
• Operating Expense $0.50 billion
• 2,888 miles of road• Carloads 495,000
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Canadian Pacific
• Operating Revenue $2.3 billion
• Operating Expense $1.8 billion
• 9,600 miles of road
• Carloads 2.0 million
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Canadian National
• Operating Revenue $3.8 billion
• Operating Expense $2.9 billion
• 19,559 miles of road
• Carloads 3.3 million
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Car types and loadings
• In 1995, railroads raised gross rail loading to 286,000 lbs from previous 268,000 lbs– Problems for short-lines and regional – can
receive government funding to improve infrastructure
• Typical maximum cargo of 100 tons (200,000 lbs)
• Typical car– Length – 50-70 feet– Width – 10 feet– Height – 15 feet (Double stack containers
max)
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Boxcars
• Covered, enclosed environment• Also can be refrigerated
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High capacity boxcars
• Overheight boxcar• Specialized design• Newsprint rolls
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Open Hopper
• Many privately owned• Some couplers are rotary – entire car
turned upside down for unloading• Coal, stone, gravel, coke
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Covered Hopper
• Grains, corn, soybeans, fertilizers• Gravity feeds for unloading
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Gondola
• Scrap metal, steel rolls, logs
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Centerbeam flatcar
• Lumber or steel products
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Tank Cars
• Chemicals, Petroleum, Food Products
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Flatcar
• Equipment, rails, etc
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Autorack
• Automobiles• Tri-level or bi-level• Fully enclosed for cargo protection• Capacity bi-10 autos, tri- 15-18 autos
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TOFC
• Trailer of Flatcar• Articulated cars
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COFC
Articulated Well Car -Shared trucks
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Car ownership
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Locomotives
• Modern locomotives are diesel-electric– Diesel motors run alternators– AC traction motors for driving wheels
• Typical weight of 380,000 lbs– 60-70,000 lbs per drive axle
• Horsepower from 3,000 – 6,000 hp• Two variables in choosing power
– Tractive force needed to start – Horsepower
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Locomotives
• Grade has an effect on locomotive performance– A train powered to make 60 mph on level
track will slow to about 22 mph on 1% grade and 10 mph on a 2% grade
• Locomotives can be connected in multiple units and run remotely– In series, in front– Extra locomotive in middle of train– “Helper” locomotives at end
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Locomotives
Source: Armstrong
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Types of trains
• “Average” freight train (1994)– 65 cars (37 unloaded)– 2,750 revenue tons of lading– 22.4 average speed– 800 mile haul length
• General types of trains– Unit– Manifest– Intermodal
• Priority set by business importance and schedule needs– “Hot freight” or “Hot-shot”
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Unit Train
• Single commodity trains, sometimes with specialized cars and assigned locomotives
• Point-to-point service• Create efficiencies in assembling,
loading, and unloading• Maybe as long as 100-120 cars and be
assigned more power for speed• Examples:
– Coal, chemicals, grain
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Grain Unit
Grain elevator “loadout”
Grain train / ship transfer
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Coal Unit
Coal car being “flooded”
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Intermodal
• Similar to unit train in that all shipments are intermodal
• Maybe TOFC or COFC• Scheduled runs, usually high priority• Typically shorter than grain or coal units,
50-60 cars
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Intermodal
Crane unloading containers
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Intermodal growth
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Manifest
• Advertised or scheduled freight service
• Mixed freight traffic train
• Shippers can reliably know time for shipment to reach direction
Picture: Pat Huemmer
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Moving freight
• Customer orders cars• Railroad delivers cars to siding “set-out”• Customer loads car or unit trains
– Time specified or demurrage charges
• Customer given bill of lading• Railroad creates waybill• Cars picked up, assembled into trains,
routed through system• Cars delivered to customer
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Moving freight
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Bills of Lading
• Contract between customer and railroad• Receipt for shipper that railroad has
taken possession of carload• Shipper usually pays freight unless
stated as “collect”• Standard documents
– Open or straight– Order
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Waybills and tariffs
• Rail makes a waybill for the carload shipment
• Shipment class, tariffs, contracts, to determine freight charges– Rates depend on commodity
• Contains:– Car number, waybill number, shipper,
consignee, STCC, weight, freight rate, route, other details
• Contract between railroads moving shipment
• Electronically filed with AAR and other RR
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Classification and blocking
• Cars enter terminal yard to be assembled into other trains
• Manual or gravity classification• Manual
– Train crews with a switching locomotive move and assemble cars
– Source of worker injuries– Railroads experimenting with remote control
locomotives
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Gravity classification
• “Hump yards”• Strategically located• Decline in number since intermodal
container traffic growth• Automatic control• Cars made into trains based on
destination, priority
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Hump Yard Schematic
Source: Armstrong
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Bailey Yards, North Platte, NE
Every 24 hours, Bailey Yard handles 10,000 railroad cars. Of those, 3,000 are sorted daily in the yard's eastward and westward yards, these two hump yards allow four cars a minute to roll gently into any of 114 "bowl" tracks Together, these two yards have 18 receiving and 16 departure tracks.
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Railroad Performance
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Performance Measures
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Performance Measures
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Signals and Communications
• Blocks– Two types:
• Manual– Train orders or warrants, radio control
• Automatic
– Blocks can be varying lengths
• Train Signals– Proceed– Approach– Permissive– Absolute stop
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Signals and Communications
Source: Armstrong
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Signals and Communications
• Automatic Train Stop (ATS) / Automatic Train Control (ATC)– Controls “absolute stop” point which sets
brakes of any train passing a specified point– Can limit speed
• In-cab signaling– Communicate with engineer
• Automatic Train Control Systems (ATCS) or Positive Train Control (PTC) – Uses GPS and other information systems to
improve train control
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Dispatch centers
• Centralized control of most mainlines switches and signals
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Balancing Power and Cars
• Locomotive power needs vary along grade, train priority, and speed
• Need to know where cars are
• Seasonal demands• For power and
cars:– Imbalance in freight
density and backhauls
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Labor
• Unions for each craft (+-28 total unions)• Own pension system• Hours of service requirements
– Federal (fatigue)
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Capacity Issues
• Type of train control– PTS– ABS– Manual
• Number of tracks– Passing tracks (length)
• Tunnel and bridge height restrictions– ISO containers and domestic
• Interchange points– Other railroads and internal between
divisions• Grade and route
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Capital improvements
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Capital improvements –completed in 1929 the longest railway tunnel in the US shortened the mainline by 7.66 miles and 500 ft of elevation
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Grades of the Northern TCs
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Oregon railroads and profile
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Oregon railroads and profile
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Capacity Issues - Oregon
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PNW Railroad Network
Spokane
Pasco
HinklePortland
Auburn
Everett
Stevens
Stampede
Vancouver
Columbia Gorge
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Columbia Gorge Network
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OpenTrack Worksheet
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BNSF Train Diagram, Existing
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BNSF Train Diagram, No Build
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2020 Volumes, Directional Strategies
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Economic Regulation
• Defined as –– "control of an industrial activity by
government, in the sense of actions, such as restrictions on firms entering the industry, constraints on firms actually in the industry, or both”
– M. Waterson Regulation of the Firm and Natural Monopoly. Basil Blackwell. Oxford. 1988. pg 2
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Economic Regulation
• In an perfect market no regulation needed– A perfect market -- allocation of resources
and goods, prices, level of service all set by competition
• To correct imperfections in the market some type of government intervention is often necessary (i.e. regulation)
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Eras of Regulation
• Initiation– 1860-1920– Protection of shippers
• Positive– 1920-1946– Protection of shippers and carriers
• Strict – 1960-1978
• Deregulation– 1979-present– Return to mostly market regulation
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Initiation
• Commerce between states (intrastate) relatively small. Commerce mostly water-based
• First railroad to begin operation in the United States – Baltimore and Ohio railroad (1830)
• Railroads are natural monopolies – Require large capital investment, large
infrastructure requirements, and are fundamental to the economy of a nation
– Other examples - utilities such as gas, water, sewer and electrical, telecommunications
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Initiation
• “Robber barons” of late 1800’s• Extremely competitive
environment and overbuilding of the system
• Captive shippers could be charged monopoly prices which led to– agricultural “granges”– state laws attempt to regulate RRs
• Public demand for government intervention in railroading practice
NYSE Archives
“Let the public be damned”
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Act to Regulate Commerce, 1887
• Required rates be just and reasonable• Rate-making rules
– Outlawed personal discrimination• Different rates for different shippers with same
service and commodity
– Banned preference and prejudice• Different rates based on places, shippers or
commodities
– Banned long and short haul discrimination• Charging more for the shorter haul on the same
route, in the same direction, for the same commodity
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Act to Regulate Commerce, 1887
• Eliminated pooling– traffic and revenues shared to prevent
competition• Formed the Interstate Commerce
Commission (ICC)• Required rates be published in a tariff
and filed with the ICC– Known as the “filed rate doctrine”
• However, the ICC was largely ineffective until the passage of the – Elkins Act of 1903 , Hepburn Act in 1906,
Mann-Elkins Act of 1910
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Rail Revitalization and Regulatory Reform Act (4-R), 1976
• Provided funds to rehab CONRAIL• Increased flexibility in rate-making• No rate could be too high unless carrier
had “market dominance”• Set the stage for deregulation
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Staggers Act, 1980
• Deregulation of railroads• Allowed railroads to negotiate contract
rates (previously not allowed)• Made it easier to abandon low density
lines • Much more flexibility in rate making to
respond to competition• More commodities exempted
– Limited liability rates the norm, full Carmack liability rates available at a premium
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Surface Transportation Board
• The STB serves as both an adjudicatory and a regulatory body.
• The agency has jurisdiction over – railroad rate and service issues and – rail restructuring transactions (mergers, line sales, line
construction, and line abandonments); – certain trucking company, moving van, and non-
contiguous ocean shipping company rate matters; – certain intercity passenger bus company structure,
financial, and operational matters; and – rates and services of certain pipelines not regulated by
the Federal Energy Regulatory Commission.