Rail carriers

Truck transportation is used to move coal to a transloader for placement onto a water or rail carrier, or for direct shipment to the customer. Trucks have the advantage of routing flexibility and modest capital rcquircliiclits, but coal can be ccoiiniiiically transported for at most about 100 miles (160 km) one-way nr less, due to the high unit cost of moving a low-value product in relatively small batches. 

Delivered to connecting rail carriers means (a) all shipments delivered directly to connecting rail carriers (b) shipments delivered to water lines and highway motor truck lines when identified from information on waybills or abstracts as to receive further rail transportation (c) shipments delivered to connecting rail carriers operating in Canada and Mexico (d) lake cargo coal delivered to Lower Lake and St. Lawrence River ports for transshipment by vessel (e) iron ore delivered to Upper Lake ports for transshipment by vessel and (/) tidewater coal to Atlantic ports. 

Persons offering a hazardous material for transportation by rail must affix the appropriate placards to the rail car containing the material, unless the placards already displayed on motor vehicles, transport containers, or portable tanks that are on a rail car comply with the rail placarding requirements. As with motor carriers, no rail carrier may accept a rail car containing a hazardous material for transportation unless the placards for the hazardous material are affixed thereto. 

Work with rail carriers to identify roles and responsibilities for the security of rail cars stored temporarily on leased tracks. Sites receiving dangerous goods by rail should require rail cars to be delivered within a secured facility boundary, rather than dropped off in an unsecured location. 

Does prospective rail carrier favor the use of technologically improved equipment to meet... 

Shippers and rail carriers should cooperate to assure the security of rail cars stored temporarily on leased track. 

Under certain circumstances, the carrier may be required to add notations to the shipping paper. For example, when a motor carrier offers or delivers a freight container or transport vehicle to a rail carrier for continued transport, the motor carrier must add the following notations ... 

By a private motor carrier (including vehicles operated by a rail carrier) in direct support of a principal business that is other than transportation by motor vehicle. 

Corporate culture issues also appear to have played a part in the increased risk associated with some new entrants to the airline industry for example, Gray (1987, pg. 34) stated that Many new carriers have little notion of or experience in how an airline must be run. By contrast, corporate culture issues did not appear to pose as much risk in the new spin-off railroads established after rail industry deregulation, in part because they were largely staffed by experienced personnel from the larger railroads. In addition, because of intercormections between the new short-line railroads and the major rail carriers, the smaller railroads were generally required to meet certain minimal levels of safety performance. Similarly, the recent trend toward partnerships between the commuter air carriers and the major airlines may be associated with a reduction in the average risk of the commuter carriers. 

Let us return to the scenario of Example 4.9, where we must determine the best choice among several alternatives for shipping a 20,10-lb item from our supplier in Oakland, CA to our DC in Atlanta, GA. For truck-based freight, TL was the better option over LTL. We now consider rail as another alternative. Specifically, we consider shipping via the rail equivalent of TL, in this case referred to as rail carload, or CL, in which the rail carrier allocates an entire boxcar to our shipment. The possible advantage of this is that the capacity of a rail boxcar is significantly larger than that of a truck trailer, specifically (see CSX, 2012), =... 

Let us assume, however, that in spite of these complications, we still choose to use rail CL as our alternative. Moreover, assume that the rail carrier charges FCq, = 6500 per CL shipment. Note that this charge is higher than that for TL on a per-shipment basis, but for FTL versus a full rail carload on the OAK-ATL lane, the comparative rate is 0,148/ ton-mi for TL versus 0.108/ton-mi for rail CL. As we discussed earlier in the chapter, however, rail is slower than truck and there is clearly a cost-versus-service tradeoff. In this case, assume that = ij = 8 days and Cl = 2A days. 

In cooperation with UIC (Union Internationale de Chemins de Fer/Intemational Association of Railway Companies a SQAS package is being developed for rail carriers. It will include all 226 core questions (see Section 6.6.3), supplemented by approximately 400 questions specific to rail operations. A draft version is being tested in a number of countries, and the package is expected to be launched in early 2000. 

To implement expert system in the area of maintenance management decision process performance, there were collected data about rail buses and trams operational processes performance. In the case of rail carriers, the period of research analysis encompasses 43 months (152 568 working hours), from December 2008 to June 2012. The operational data are taken from their operational books which are prepared by department of tram maintenance employees. These operational books are located in every rail buses, and are filled in by engine drivers, warehousemen, and service engineers. 

McFarland, Robert E. (1997). "The preemption of tort and other common causes of action against air, motor, and rail carriers." Transportation Law Journal, vol. 24(2), pp. 155-189. 

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