Øresund and Fehmarnbelt high-capacity rail corridor standards updated

Boysen, Hans

doi:10.1016/j.jrtpm.2014.09.001

Cited by 6 publications

(5 citation statements)

References 2 publications

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“…The cubic and tonnage capacity per train, together with higher average speed (may mean lower requirement of rolling stock for a certain amount of transport needs) drive both efficiency and higher capacity utilisation, since high fixed capital or 'personnel' costs per train contribute significantly to reducing the operational cost of a service. For the railway system as a whole, the loading capacity per train, multiplied by train frequency, determines the overall system transportation capacity [4]. Moreover, the loading capacity per train can be linked to axle load.…”

Section: System Capacity Utilisation and Improvementmentioning

confidence: 99%

How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011

Islam

Ricci

Nelldal

2016

Eur. Transp. Res. Rev.

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Section: System Capacity Utilisation and Improvementmentioning

confidence: 99%

How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011

Islam

Ricci

Nelldal

2016

Eur. Transp. Res. Rev.

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“…Boysen (2012) proposed a general rail capacity model, with parameters to take account of both weight and volume characteristics of freight trains given that load capacity per train is a critical component of system capacity. Within the context of the development of the high-capacity German-Scandinavian rail corridor, the capacity per train was then modelled for different sets of infrastructure standards and large potential improvements in load capacity were identified (Boysen, 2014). The relationship between the theoretical and actual capacity per train, and the extent to which the latter varies, features rarely in the literature.…”

Section: Rail System Capacitymentioning

confidence: 99%

An empirical study of the variability in the composition of British freight trains

Woodburn

2015

Journal of Rail Transport Planning & Management

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As part of the broader sustainability and economic efficiency agenda, European transport policy places considerable emphasis on improving rail's competitiveness to increase its share of the freight market. Much attention is devoted to infrastructure characteristics which determine the number of freight trains which can operate and influence the operating characteristics of these trains. However, little attention has been devoted to the composition of the freight trains themselves, with scant published data relating to the practicalities of this important component of system utilisation and its impacts on rail freight viability and sustainability. This paper develops a better understanding of the extent to which freight train composition varies, through a large-scale empirical study of the composition of British freight trains. The investigation is based on a survey of almost 3,000 individual freight trains, with analysis at four levels of disaggregation, from the commodity groupings used in official statistics down to individual services. This provides considerable insight into rail freight operations with particular relevance to the efficiency of utilisation of trains using the available network paths. The results demonstrate the limitations of generalising about freight train formations since, within certain commodity groupings, considerable variability was identified even at fairly high levels of disaggregation.

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“…Much attention is increasingly given to the operation of freight trains with higher axle loads of 22.5 tonnes in general (Community of European Railway and Infrastructure Companies, 2014a) and up to 30 tonnes for specific cases e.g. bulk traffic (Boysen, 2013;Mortimer & Islam, 2014). This is not a widespread upper bound but has implications for track and structure strength to accommodate this weight level on a routine basis (Boysen, 2012a;Hilmola, 2008;Jackson et al, 2014).…”

Section: 11mentioning

confidence: 99%

“…It is anticipated that there will be fleet management models and operations planning to maximise load factor and thus higher revenue (e.g. fewer wagons used much more intensively, reducing empty running) (Boysen, 2012a(Boysen, , 2014Marinov et al, 2013;Woroniuk, Marinov, Zunder, & Mortimer, 2013). This is likely to require significant changes in the measures of productivity and key performance indicators (KPIs) (e.g.…”

Section: Operationalmentioning

confidence: 99%

European freight rolling stock fleet size in 2050 in light of the Transport White Paper 2011

Islam

Jackson

Robinson

2015

Journal of Rail Transport Planning & Management

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The European Transport White Paper 2011 sets high modal shift targets from road freight to rail 50% by 2050. The objective of this paper is to determine the rolling stock fleet size and type up to the year 2050 and associated challenges for stakeholders. Considering the White paper targets, three scenarios are considered; a) Business as usual or Reference Scenarioextrapolation of current trends without major policy change; b) White Paper 2011 Low Scenario (WPL) based on a partial implementation of the modal shift targets and c) White Paper 2011 High Scenario (WPH) based on the full implementation of modal shift targets. To determine the future fleet size, the current paper also conducts a sensitivity analysis assuming 60% productivity level as a base line. The study finds, among others, that significantly more rolling stock (in particular flat wagons, covered wagons and covered hopper wagons) as well as improved asset utilisation will be vital to facilitate the transport of increased freight volume. Unified rail freight system starting with nine Rail Freight Corridors and cooperation among the rail freight operators, wagons manufacturers and companies involved in leasing and hiring wagons will be very important to achieve the modal shift.

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Øresund and Fehmarnbelt high-capacity rail corridor standards updated

Cited by 6 publications

References 2 publications

How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011

How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011

An empirical study of the variability in the composition of British freight trains

European freight rolling stock fleet size in 2050 in light of the Transport White Paper 2011

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