U.S. Rail Traffic Drops for 9th Week; Intermodal Volume Down 5.4%

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U.S. Rail Traffic Drops for 9th Week; Intermodal Volume Down 5.4%

December 12th, 2025 IndexBox Leave a comment

U.S. rail traffic declined for the ninth consecutive week, driven by a continued drop in intermodal volume. According to statistics from the Association of American Railroads, the overall volume for the week ending December 6 was 508,999 carloads and intermodal units, a decrease of 2.3% from the same week in 2024.

The overall figure consisted of 228,823 carloads, which was a 1.7% increase, and 280,176 containers and trailers, which fell by 5.4%. The last week that total traffic exceeded 2024 levels was the week ending October 4.

Among commodity carloads, grain rose by 8.4%, coal by 5.4%, and nonmetallic minerals by 4.1%. Forest products and chemicals declined by 4.2% and 3.1%, respectively.

For the first 49 weeks of 2025, total U.S. rail traffic reached 24,166,363 carloads and intermodal units, representing a 1.8% increase over the same period a year ago. Both carloads, at 10,889,132, and intermodal units, at 13,277,231, showed a 1.8% gain year-to-date.

North American rail volume for the week, reported by nine railroads across the U.S., Canada, and Mexico, was 697,896 carloads and intermodal units, down 1.2%. Carloads increased by 1.9% to 335,803, while intermodal units fell 4% to 362,093. The cumulative North American volume for the year is 33,276,063 units, up 1.7% from 2024.

In Canada, weekly carloads rose 2.5% to 94,333, while intermodal units fell 1.8% to 67,966. Year-to-date Canadian volume is up 2.3%. In Mexico, weekly carloads increased 2.3% to 12,647, and intermodal units surged 18.4% to 13,931. However, Mexico’s cumulative volume for the year is down 5%.

Source: IndexBox Market Intelligence Platform

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Now is the Time to Check out the New Rail Projects Planned for a 2025 Launch

December 11th, 2024 Mary Scott Nabers, President and CEO, Strategic Partnerships Inc. Leave a comment

Countries throughout the world are currently spending billions on rail infrastructure. America faces ongoing struggles in staying competitive, a task that is far from simple.

Vietnam’s National Assembly recently approved construction of a $67 billion high speed railway. Canadian officials have also recently announced a new high-speed rail project that will connect Quebec City and Toronto. India’s own version of Japan’s bullet train will soon be carrying passengers on the Mumbai-Ahmedabad High Speed Rail corridor and Saudi Arabia’s high-speed rail between Mecca and Medina has carried 20 million passengers since its completion in 2018.

Europe, China, and Japan all seem to be in lead positions when it comes to high-speed rail transportation, but soon a high-speed train traveling approximately 200 miles an hour will provide passenger service between Las Vegas and the 2028 Summer Olympics in Los Angeles. Numerous smaller rail projects have been announced across the U.S. for 2025 as well and interested contractors should be scoping out these upcoming opportunities now.

A large infrastructure project in New Jersey will relocate and upgrade the Kearny Substation. With $187.5 million in funding from the federal government, the stated objective is to enhance the reliability and flood resilience of the Northeast Corridor’s electrical rail systems. The existing substation, which has faced repeated flooding and weather-related damage, will also be replaced with a new, elevated facility. The project scope calls for construction of the modernized substation, raising access roads and the installation of upgraded transmission and signal systems. The emphasis on resilient design and advanced systems will result in reduced operational risks and delays. Construction is slated for 2025.

Another large federally funded project in West Hartford Connecticut carries a projected cost of $102 million and will deliver upgrades to 6.2 miles of the Hartford Line Rail System. The effort will include converting the existing single-track sections into dual-track rail segments. Components of the planned project include track extensions, installation of updated signaling systems, and integration of advanced safety controls. A firm construction start date has not yet been announced, but planning documents indicate that work on the project will begin sometime in 2025.

A $96.7 million bridge project to replace and modernize catenary systems on a bridge to Burgos Catenary in the northeastern corridor of Maryland is currently in the design phase. The project will require installation of high-tension overhead wires and updated support structures. It will also call for technical upgrades, the replacement of aging bridge components and installation of modernized, high-performance systems to accommodate increased operational demands for higher train speeds. The corridor’s electrical infrastructure will all be strengthened and other upgrades will optimize energy efficiency. Currently construction is slated to begin in 2025.

Washington’s PCC Short Line Railroad will benefit from a $37.7 million project designed to deliver comprehensive upgrades to the rail line’s infrastructure in Eastern Washington. The project will require the replacement of several segments of rail and ties while providing ballast renewals and structural reinforcements to improve track integrity. Upgrades will also include the rehabilitation of several bridges and the enhancement of drainage systems. Bridge replacements will strengthen foundations and the replaced rail segments will ensure structural integrity. Roadway crossings along the corridor will also be upgraded. Currently in the pre-RFP stage, the project is scheduled for a 2025 construction launch.

A large project to provide a comprehensive overhaul of the Livernois Intermodal Facility in Detroit Michigan will be overseen by the Department of Transportation and city officials. The effort carries a cost projection of $112 million and the objective is to enhance its infrastructure, ensuring long-term operational efficiency. The project will cut emissions, improve efficiency, support supply chains, and lessen environmental impacts on surrounding neighborhoods. Planning documents outline a requirement to install 17,200 feet of new rail track to improve freight handling and streamline rail operations. Diesel gantry cranes will be replaced with hybrid and electric models that meet current technical standards. Yard paving will be upgraded to reinforce structural durability as well as advanced automation and digital signaling systems will be installed to address logistical challenges and improve operational consistency. The updates are critical for maintaining reliability across the freight network and providing alignment with regulatory standards. When completed, the effort will enhance multimodal transport and provide efficient integration between rail and road systems. Construction is scheduled for 2025.

A project to expand an existing rail corridor calls for construction of a third track between Franconia and Lorton in the state of Virginia. The project has been tagged with a projected cost of $275 million. The work will span approximately six miles and include significant infrastructure modifications to accommodate increased rail capacity and operational efficiency. Key components of the project include the realignment of existing tracks, replacing outdated parts of the track, and constructing new bridges over Newington Road and Lorton Road. Upgrades to the signaling and communication systems along the corridor will improve operational coordination. Drainage systems and other support infrastructure will also be upgraded to ensure the expanded system’s durability under varying weather conditions. The modifications will increase the line’s efficiency, reduce delays and improve the overall performance of the Virginia Railway Express corridor. A construction start date for March of 2025 has been announced.

Large rail projects such as this will significantly bolster America’s rail infrastructure while also creating hundreds of contracting opportunities for companies offering professional services, engineering, construction, technology services and equipment purchases.

About the Author

As President and CEO of Strategic Partnerships, Inc. Mary Scott Nabers, a former statewide office holder in Texas, has decades of experience in the public and private sectors. Her unique expertise is her success in connecting the two sectors. Mary is also a well-recognized expert in the P3 world and a true business development professional. Strategic Partnerships, Inc. publishes Government Market News, the premier platform for connecting public and private sector leaders in the government marketplace.

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Large, Low Visibility Infrastructure Projects are being Planned throughout America

November 8th, 2024 Mary Scott Nabers Leave a comment

At-grade rail crossings – where roads intersect at the same level with railway tracks – are the second leading cause of rail-related fatalities in the U.S., with over 2,000 incidents and approximately 200 deaths annually.

The existing technology for grade crossing warnings has largely remained unchanged since the 1960s and more is obviously needed. The current standard includes flashing red lights, warning bells and gates that lower in advance of an approaching train.

Upgrading or eliminating at-grade crossings can greatly reduce the risk of vehicle-train collisions. The crossings inherently pose safety challenges, but grade separations and improved technology can significantly lower the potential for crashes. Communities nationwide are reconfiguring these types of intersections.

A $52 million, two-phase project in Pelham, Alabama, will deliver a bridge over two existing at-grade crossings near Lee Road. The project will also realign two county roads as well as widen and upgrade the road to meet current safety standards. County Road 52, one of the intersecting roadways, is an important link between Pelham and Interstate 65—the major north-to-south highway in Alabama. The two current at-grade railroad crossings are often blocked by stalled trains for extended periods of time, restricting vehicle access and obstructing emergency vehicles. When completed, the project will significantly improve the safety and mobility of people and goods in the town just south of Birmingham. Project details call for a proposed five-lane bridge,415 feet in length, with a multi-use path to accommodate pedestrians and cyclists. Two additional bridges will also be required: one over Buck Creek and another to replace an existing bridge built in the 1950s. Work is slated to begin in 2025.

A large $61.8 million project in Glendale, California, will be launched in 2026. The objective will be to enhance safety and efficiency at a high-traffic rail crossing by replacing an at-grade crossing at Doran Street with a grade-separated structure. The new structure will also improve connectivity between Glendale and Los Angeles. The plan calls for extending Doran Street under the Ventura Freeway, over the Verdugo Wash and joining the existing Fairmont Avenue bridge. L.A. Metro will supervise the effort. The existing rail line currently accommodates up to 90 trains per day, and this number is expected to increase, especially when the city hosts the 2028 Summer Olympic Games. The current crossing has been identified as one of the most dangerous in Los Angeles County. When completed, the work will enhance safety for pedestrians, cyclists and drivers and support future expansions in rail service. The project is still in the design phase.

City officials in Monroe, Michigan, will oversee a $30 million grade separation project to construct a bridge under a railroad crossing on West Elm Avenue in the city. The intersection currently accommodates about 13 daily train crossings, causing logistical issues for emergency response vehicles due to a lack of nearby detour routes. Construction on the banks of Lake Erie is expected to start in 2026.

A project in Dayton, Texas, will replace two at-grade rail crossings on U.S. Highway 90. A bridge over the Union Pacific Railroad (UPRR) tracks will be required, and the rail crossing at the T-intersection at Waco Street, which connects with U.S. 90, will also be removed. The project has been tagged with a $45 million cost estimate. U.S. 90 is a five-lane primary arterial highway that connects Dayton to Houston to the west and Beaumont to the east. The rail crossing is located at a slow-speed bend in the tracks that carries up to 17 trains daily. The trains cause significant traffic delays and rear-end crashes are common. The project will include about 1 mile of improvements, including a 1,100-foot bridge with four 12-foot travel lanes, a 10-foot outside shoulder and a 4-foot inside shoulder. Additionally, the project calls for a frontage road with 14-foot access lanes to be built on either side of the new structure. Construction is slated for 2025.

A project near the University of North Dakota in Grand Forks will be designed to take 42nd Street near DeMers Avenue underneath existing rail lines. An estimated cost of between $50 million and $70 million has been established. The BNSF railway runs east and west through the center of Grand Forks, crossing 42nd Street directly north of its intersection with Demers Avenue. The crossing and intersection have experienced 69 crashes over the past five years and one vehicle-train collision. The grade separation effort will be designed to reduce traffic delays and to enhance accessibility to a nearby hospital and the university campus. The design will call for either lowering 42nd Street underneath both the tracks and Demers Avenue or lowering the entire intersection. A 10-foot shared-use path will be added to provide connectivity for pedestrians and cyclists.

Officials in Washougal, Washington, plan to transform a 0.20-mile segment of 32nd Street into a modern, mixed-use roadway with a below-grade rail crossing at an estimated cost of $69 million to $80 million. The existing roadway is one of the major north-south corridors through Washougal and just across the border from Portland, Oregon. However, the rail crossing is one of the town’s most-dangerous intersections, and frequent train crossings create significant traffic delays. The intersection currently lacks pedestrian and bicycle amenities. The project’s scope includes a four-lane separated underpass below the railroad tracks with a six-foot sidewalk and multiuse path on either side. Plans also call for reconstructing five nearby intersections and the construction of roundabouts on 32nd Street. Construction has a planned start date of 2027.

Projects such as these call for planning and design firms, engineering and construction companies, and for local subcontractors along with equipment and supply providers. Infrastructure upgrade efforts in America will continue and at-rail grade crossings are prime targets for reconstruction projects throughout the country.

About the Author

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9 Cutting-Edge Technologies Revolutionizing Railway Infrastructure

September 19th, 2024 Emily Newton Leave a comment

Logistics professionals and fleet owners have no shortage of innovations to experiment with in their operations. It can be tricky to determine the most cost-effective and smart implementations for the best returns. These are some of the most disruptive yet reliable technologies changing railway infrastructure forever that even the most frugal management teams could get behind.

1. Smart Freight Tech and the Internet of Things

IoT is the foundation for smart freight technologies, giving them the power to monitor conditions in real time. Due to its versatility, the IoT market in transportation could exceed a value of $372.7 billion by 2028.

Sensors can oversee anything from track conditions to train health and cargo status. This information gives operators comprehensive and constant visibility over safety and environmental metrics on the train, such as humidity and temperature. Having this data keeps cargo in prime condition for delivery.

The information should inform railway infrastructure on optimizing routes and reducing downtime. Technicians and drivers can make data-driven decisions on how to issue repairs and maintenance while better using corporate assets.

2. Artificial Intelligence and Machine Learning

AI and ML combine well with IoT to craft an intelligent, automated system. IoT may lead railway workers to infer route optimizations or condition adjustments to maintain cargo integrity. AI and ML will adjust routes and conditions immediately if they are not optimal.

Fleet owners benefit from lower operational costs and accuracy. The ML algorithms in the vast data wells know more precise information about the railways at all times than operators. So, instances of human error or wasted resources and overhead lessen. While AI is imperfect, the implementation will still enhance service reliability.

3. Autonomous Trains

Human error is a leading cause of fleet incidents, and removing decision-making points from the workforce lowers the risk profile. Autonomous trains equipped with the aforementioned technologies could steer the path, allowing fleet workers to maintenance the train or communicate with clients. For example, tire sensors could detect seismic changes from further away than a person could, preventing the rare collision.

Drivers can still provide oversight on the route, but their labor can go toward more high-value tasks to keep cargo intact and all components operating at the highest efficiency.

4. Advanced Signaling Systems

Advanced signaling systems like positive train control (PTC) are one of the best installments fleet managers can make for their team’s health and the train’s future. PTC is a holistic safety system leveraging GPS technology. It warns the workforce of train-to-train collisions or if there is a chance of derailment. PTCs have been a staple for decades because they provide consistent value and peace of mind to railways.

In the future, advanced PTC and further signaling technologies could make safety features more considerate. For example, PTCs cannot predict human behavior, such as pedestrians wandering onto the tracks. Continued research and development may find ways to detect nuanced behaviors, potentially with AI’s help with capabilities like computer vision.

5. Blockchain

Critical infrastructure is vulnerable to cyber threats, and railways are no exception. They need defenses with as few gaps as possible, and blockchain is one of the leading technologies in digital protection. It would protect drivers, procurement teams and everyone in between.

Equipment and software outfitted with blockchain would secure transactional information behind some of the most transparent and strict verification ledgers that exist. It would reduce instances of fraud and theft, enhance client relationships, and improve stakeholders’ trust in railways.

6. 3D Printing

Train parts are expensive and potentially challenging to source, depending on the component’s age and origin. The advent of 3D printing could remove these supply barriers, significantly reducing downtime by keeping trains on the tracks more frequently. Fleet owners investing in 3D printers can produce niche replacement parts, leading to quicker repairs to uphold deliverables.

Combine 3D printing with advanced sensor technology, and operators have a powerful combination. Consider how a conduit clamp could fail over time with wear and tear. Sensors and incoming data may report to technicians how urgent preventive maintenance is. Simultaneously, the sensor data can connect to an AI that is aware of rail standards like ingress protection and low fire hazard rules to outline a suggested blueprint for an inexpensive replacement component.

7. Green Technologies

All forms of transportation are moving away from fossil fuels, and trains must do the same. One of the most viable sustainable energy sources for trains is hydrogen fuel cells. These powerhouses are net-zero emissions and carbon neutral, revitalizing antiquated infrastructure for the 21st century. Improved climate metrics will enhance the sector’s compliance with existing legislation, preparing it for any demands from incoming policymakers.

Logistics professionals could see a resurgence in business as the public changes its perception when trains no longer use legacy fuel equipment. If fleets can install fuel cells and other technologies, like solar panels on top of trains, then it could influence public transit too.

8. Digital Twin Technology

The automotive and transportation industry is already seeing massive gains from employing digital twin technologies. Research and development teams expedite prototypes by drafting simulations. Programs may create designs for entire trains or test ideas for innovative parts. Embedded predictive analytics gauge the project’s effectiveness without expending resources, testing vulnerabilities and interface concerns without a reduced environmental impact.

9. Augmented Reality (AR) and Virtual Reality (VR)

AR and VR provide similar benefits to digital twins in how they can simulate project paths or jobs without putting the workforce at risk or resources on the line. The added boons are a more knowledgeable staff base. AR and VR give teams as close as they can to hands-on experience with railway technologies, especially if they are in implementation phases and workers need upskilling.

Immersion is pivotal for developing proficiency and comfort with novel systems tenured professionals may not be familiar with. It also reduces labor expenses while deepening the educational experience in Industry 4.0-driven environments for higher competency.

Next-Generation Railway Services

Technology will be making big waves in railway infrastructure in the coming years, which should inspire corporations. Every implementation is more advanced and insightful than the last — it just takes time to refine them for each specific business.

Railway operators must craft goals and encourage digital transformation to find what works best. The future depends on these smart integrations to reduce costs, minimize emissions and boost efficiency for a demanding future.

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Explore the World’s Best Import Markets for Railway Goods Wagons

September 9th, 2024 IndexBox Leave a comment

When it comes to the import market for railway goods wagons, there are several key players that dominate the industry. According to the latest data from the IndexBox market intelligence platform, the world’s top 10 countries by import value of railway goods wagons in 2023 are Germany, the United States, Canada, Austria, Australia, Kazakhstan, Slovakia, Mexico, Poland, and the Czech Republic.

1. Germany – $787.6 Million USD

Germany leads the pack with an import value of $787.6 million USD in 2023. The country’s strong demand for railway goods wagons is driven by its extensive railway network and robust economy.

2. United States – $365.8 Million USD

Coming in second is the United States with an import value of $365.8 million USD. The country’s vast railway system and need for reliable transportation of goods make it a key player in the global market for railway goods wagons.

3. Canada – $328.4 Million USD

Canada follows closely behind the United States with an import value of $328.4 million USD in 2023. The country’s diverse economy and expansive railway infrastructure contribute to its high demand for railway goods wagons.

4. Austria – $253.2 Million USD

Austria ranks fourth with an import value of $253.2 million USD. The country’s strategic location in Central Europe makes it a key import market for railway goods wagons, serving as a gateway to other European markets.

5. Australia – $177.6 Million USD

Australia rounds out the top five with an import value of $177.6 million USD. The country’s vast landscape and need for efficient transportation solutions make it a lucrative market for railway goods wagons.

6. Kazakhstan – $161.6 Million USD

Kazakhstan comes in sixth with an import value of $161.6 million USD. The country’s position as a key transit hub for goods moving between Europe and Asia contributes to its high demand for railway goods wagons.

7. Slovakia – $160.1 Million USD

Slovakia follows closely behind Kazakhstan with an import value of $160.1 million USD in 2023. The country’s strong manufacturing sector and strategic location in Central Europe make it an attractive market for railway goods wagons.

8. Mexico – $109.8 Million USD

Mexico ranks eighth with an import value of $109.8 million USD. The country’s growing economy and increasing investment in rail infrastructure drive its demand for railway goods wagons.

9. Poland – $88.7 Million USD

Poland comes in ninth with an import value of $88.7 million USD. The country’s strategic location in Central Europe and strong manufacturing sector make it a key player in the global market for railway goods wagons.

10. Czech Republic – $79.8 Million USD

Rounding out the top 10 is the Czech Republic with an import value of $79.8 million USD. The country’s advanced rail infrastructure and robust economy contribute to its high demand for railway goods wagons.

In conclusion, the world’s best import markets for railway goods wagons are driven by a combination of factors including strong rail infrastructure, robust economies, and strategic geographic locations. As these countries continue to invest in their rail networks and transportation systems, the demand for railway goods wagons is expected to remain strong in the years to come.

Source: IndexBox Market Intelligence Platform

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US High-Speed Rail is Feasible

August 29th, 2024 Peter Frerichs Leave a comment

High-speed rail projects are notoriously complicated to finance. Compared to networks in Europe and East Asia, it would take generations of investment in the US to replicate something similar. However, Florida might be a test case for a model that, albeit smaller in scope, is achieving its objective without cumbersome delays.

Brightline, the Florida high-speed rail line, hit the tracks last September. The long-term bet is a growing population base and increased tourism will bolster demand. The rail trains run roughly 125 miles per hour, connecting Orlando to Miami. They are quicker than Amtrak or a car and are also competitively priced. Brightline is operated by Florida East Coast Industries (FECI) who amassed private capital and tax-free debt pre-construction, and tapped into federal funding for safety measures, construction, and ancillary support.

Over $6 billion in federal funding for high-speed rail nationwide was earmarked by the Biden Administration. An ambitious plan to connect San Francisco to Los Angeles has been in development for nearly two decades, but the typical cost overruns and delays plaguing most high-speed rail projects are everpresent The estimated cost of the California project nearly 15 years ago was $33 billion compared to the latest estimates of $100 billion today.

While Florida’s connection between Orlando and Miami is a shorter distance than San Francisco to Los Angeles, doing business in Florida is less restrictive than its Western peer. California’s cap-and-trade system is designed to minimize greenhouse emissions. The state issues companies a “cap” of allowable emissions that they can then trade. The model is market-based but still represents an extra cost compared to Florida, which does not have a similar system in place.

Second, California features a “Buy America” policy that requires any project with federal funding to use domestically produced materials. Understandably, some domestic materials are more expensive than imports, something FECI did not have to contend with in Florida.

The challenge remaining for FECI and Brightline is passengers. The company projects 8.2 million riders by 2026, but that will be an uphill climb. Another theory of why high-speed rail has yet to catch on state-side is the US car culture. In many states, residents are accustomed to their cars, enjoy them, and require more urging than other places to give them up. Regardless, if Brightline in Florida proves successful, the US will finally have a sustainable model to work off moving forward. From there, it will be up to state legislatures to decide how business-friendly they choose to be.

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Strikes at U.S. Ports and Canadian Railways Threaten North American Supply Chains

August 24th, 2024 Container xChange Leave a comment

The looming labor strikes at Canadian railways and U.S. East and Gulf Coast ports are set to cause significant disruptions to North American supply chains. The strikes are expected to create severe operational challenges for the container logistics industry, leading to increased costs for shippers and cargo owners, delays and diversions.

These strikes, which are set to begin if agreements are not reached by August 22, target key areas such as automation and wage increases.

“Given our ongoing forecasts of elevated inventories, we anticipated a potential decline in freight rates in the near term. However, with the looming strikes at Canadian railways and U.S. ports, we may see an immediate uptick in freight rates as market participants brace for significant disruptions. This is a common reaction to potential disruptions, as uncertainty drives up costs.” shared Christian Roeloffs, cofounder and CEO of Container xChange, an online marketplace for container trading and leasing based in Hamburg, Germany.

“In the mid-term, we could face increased volatility in freight rates, with potential spikes driven by supply chain bottlenecks and congestion. Shippers and cargo owners should prepare for higher costs and possible delays as the industry adjusts to these challenges.” added Roeloffs.

As the industry braces for the strikes, companies are already making contingency plans. Hapag-Lloyd, a major player in the container shipping industry, has announced measures to mitigate the impact on their customers. For imports to North America, a diversion fee of $350 per Bill of Lading will apply for containers on water destined for Canadian ports but with inland delivery in the U.S. The company is also advising customers to explore alternative trucking options for deliveries within Canada and has encouraged exporters to consider U.S. Ports of Loading as a precaution. These proactive steps highlight the significant operational disruptions the strikes could cause.

CMA CGM issued a notice detailing several measures, including potential rerouting of vessels to U.S. ports and restrictions on rail shipments. The company has also implemented embargoes on specific intermodal shipments, including hazardous materials and temperature-controlled containers, across their network.

Railways are a critical part of the logistics chain for moving containers from inland locations to ports and vice versa. In Canada, railways handle a substantial portion of container traffic, especially for long-distance transportation across the vast country. For example, the Port of Vancouver, which handles a large share of Canada’s international trade, relies heavily on rail connections. About two-thirds of all cargo volumes at the Port of Vancouver are moved by rail, and this includes containerized goods.

The U.S. ports, particularly those on the East and Gulf Coasts, are bracing for similar challenges. If the strikes materialize, the movement of goods through these ports could be severely impacted, leading to delays and congestion during the peak season when retailers are stocking up for the holidays.

“The possibility of simultaneous strikes at U.S. ports and Canadian railways present a perfect storm for North American trade,” Roeloffs inferred.

Railways and ports are vital to North America’s logistics chain, and any disruption would escalate costs and create significant delays. With two-thirds of all cargo volumes at the Port of Vancouver moved by rail, including 90% of international exports, any work stoppage would cause severe delays, increase costs, and create congestion at terminals. The container logistics sector could face reduced capacity, higher freight rates, and challenges in meeting delivery timelines, affecting everything from daily operations to long-term trade agreements.

The potential rail strike in Canada could have a significant ripple effect on both exports and imports, disrupting trade not only within Canada but also with its key trading partners.

Many of Canada’s key exports, such as grain, potash, coal, and manufactured goods, are transported by rail to ports for shipment overseas. A rail strike would disrupt the flow of these goods, leading to delays in exports and possibly causing congestion at ports as containers pile up. Similarly, imported goods that arrive at Canadian ports often rely on railways to be distributed to various parts of the country. A strike could lead to delays in getting these goods to their final destinations, causing supply chain bottlenecks and increased costs for businesses.

This could lead to increased costs for businesses and consumers, both in Canada and in the trading countries, as goods are delayed or rerouted.

Container xChange urges businesses to stay informed and proactively manage logistics strategies to minimize the impact of these potential disruptions.

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First Battery Train in Europe Completes Phase One Roll Out

June 29th, 2023 Tim Jay Leave a comment

Hitachi Rail has completed phase one of its production of ground-breaking battery Masaccio train at Hitachi Rail’s factory in Pistoia, near Florence, and are operating on routes across the length and breadth of Italy.

The completion of 20 trains – branded as ‘Blues’ by Trenitalia – marks the first tranche of an order that sits as part of a €1.23bn framework agreement with Trenitalia for up to 135 trains that will run across Sicily, Sardinia, Calabria, Tuscany, Lazio and Friuli Venezia Giulia.

Europe’s first tribrid battery train

The Masaccio’s cutting-edge hybrid technology allows the train to seamlessly draw from battery, electric, hybrid and diesel power. While Hitachi Rail already uses diesel-electric hybrid technology – pioneered on the UK’s Intercity Express fleets – this is the first time batteries have been deployed as a major power source on a train fleet for commercial use anywhere in Europe. The ability to recharge while in service using the pantograph or traction motors means it can deliver seamless green journeys without cutting availability.

Offering more sustainable rail travel, and with compatibility with other European railways, the trains reduces carbon emissions and fuel consumption by 50% vs standard diesel trains. By running on battery power when traveling through non-electrified urban areas, the train can eliminate emissions, including harmful nitrogen oxide (NO_x), while also reducing noise pollution. The Masaccio train’s DAS (Driver Advisory System) also helps cut emissions by identifying the optimal speed for timetable reliability and the reduction of energy consumption. In a further boost for sustainability, Masaccio trains are made with 93% recyclable materials.

A solution to Europe’s electrification challenge

Around 40% of rail lines across the European continent are not electrified, and more than half European trains are entirely powered by diesel fuel. In Italy alone there are more than 4,000km of track that are not electrified – with 10,000s of km in a similar position across Europe that are currently serviced only be diesel trains. These many un-electrified rail networks are crucial for economic activity, yet electrifying these active lines would be costly, disruptive and may not happen for decades, if ever. The Masaccio trains offer an immediate solution to help decarbonise European passenger rail.

The long-term case for battery trains is especially strong on branch lines or in areas where geographical or topological features make electrification very hard to achieve. The battery power provides the Masaccio trains with added power and acceleration to tackle tough gradients, while the flexibility of the design allows the interior customization to suit everything from high density commuter journeys to offering more space for leisure equipment, like snowboards or mountain bikes.

A battery train for all of Europe

Debuted at Innotrans 2022 in Berlin, the Masaccio platform has been designed to be suitable for railways across Europe. The trains are built at a Europe-wide gauge and with European Rail Traffic Management System (ERTMS) digital signalling included onboard as standard.

An evolving decarbonisation solution

Across Europe, countries are committed to decarbonising transport, and the EU has set targets of a 55% reduction in emissions by 2030 and climate neutrality by 2050. This is only achievable with sustainable transport.

Following a similar trajectory to the automotive industry, battery technology is moving at pace in the rail sector, with battery range increasing all the time at the production cost having been slashed by 80% since 2010.¹ The Masaccio train will continue to evolve and its next model – anticipated in two years’ time – will operate as a battery-only train with a journey range of over 100km. The technology is also retrofittable, meaning that the hybrid trains of today are likely to become battery-only in the future.

Find out about more by visiting hitachirail.com or hitachirail.com/careers/

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Locomotive Engineers Are Onboard for the Bipartisan Rail Safety Act of 2023

March 5th, 2023 Tim Jay Leave a comment

The Brotherhood of Locomotive Engineers and Trainmen (BLET) backs the Rail Safety Act of 2023 that would require more stringent rail safety standards, but the nation’s oldest union says the two-person crew requirement doesn’t go far enough and should be amended. “You can run a freight train through the loopholes,” says BLET National President Eddie Hall.

A bipartisan bill introduced on March 1 by three Republican and three Democratic senators is designed to toughen safety standards on America’s railroads. “Right now our nation’s railroads largely self-regulate,” said Brotherhood of Locomotive Engineers and Trainmen National President Eddie Hall. “We welcome greater federal oversight and a crackdown on railroads that seem all too willing to trade safety for higher profits.”

The Rail Safety Act of 2023 would set limits on train length for the first time. Some freight trains now exceed three miles in length. The train that derailed last month in East Palestine, Ohio was nearly two miles long. The bill also seeks to place restrictions on the weight of trains. It would set standards for railcar maintenance, track maintenance, wayside defect detectors and raise standards for tank cars carrying hazardous materials, among other changes.

While the proposed legislation states that: No freight train may be operated without a 2-person crew consisting of at least 1 appropriately qualified and certified conductor and 1 appropriately qualified and certified locomotive engineer, the exceptions are significant.

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Rail Traffic for the Week Ending December 24, 2022

December 29th, 2022 AJOT Leave a comment

The Association of American Railroads (AAR) today reported U.S. rail traffic for the week ending December 24, 2022.

For this week, total U.S. weekly rail traffic was 400,289 carloads and intermodal units, down 4.8 percent compared with the same week last year.

Total carloads for the week ending December 24 were 193,195 carloads, down 4.1 percent compared with the same week in 2021, while U.S. weekly intermodal volume was 207,094 containers and trailers, down 5.5 percent compared to 2021.

Five of the 10 carload commodity groups posted an increase compared with the same week in 2021. They included motor vehicles and parts, up 1,486 carloads, to 11,349; petroleum and petroleum products, up 892 carloads, to 9,599; and nonmetallic minerals, up 870 carloads, to 23,735. Commodity groups that posted decreases compared with the same week in 2021 included coal, down 9,265 carloads, to 50,264; chemicals, down 1,069 carloads, to 29,505; and grain, down 997 carloads, to 18,198.

For the first 51 weeks of 2022, U.S. railroads reported cumulative volume of 11,796,291 carloads, down 0.1 percent from the same point last year; and 13,266,919 intermodal units, down 4.9 percent from last year. Total combined U.S. traffic for the first 51 weeks of 2022 was 25,063,210 carloads and intermodal units, a decrease of 2.7 percent compared to last year.

North American rail volume for the week ending December 24, 2022, on 12 reporting U.S., Canadian and Mexican railroads totaled 278,859 carloads, down 3.5 percent compared with the same week last year, and 268,287 intermodal units, down 6.7 percent compared with last year. Total combined weekly rail traffic in North America was 547,146 carloads and intermodal units, down 5.1 percent. North American rail volume for the first 51 weeks of 2022 was 34,396,219 carloads and intermodal units, down 1.9 percent compared with 2021.

Canadian railroads reported 64,912 carloads for the week, down 8.3 percent, and 45,613 intermodal units, down 20.6 percent compared with the same week in 2021. For the first 51 weeks of 2022, Canadian railroads reported cumulative rail traffic volume of 7,409,978 carloads, containers and trailers, down 0.7 percent.

Mexican railroads reported 20,752 carloads for the week, up 25.5 percent compared with the same week last year, and 15,580 intermodal units, up 41.6 percent. Cumulative volume on Mexican railroads for the first 51 weeks of 2022 was 1,923,031 carloads and intermodal containers and trailers, up 4.3 percent from the same point last year.

U.S. Rail Traffic Drops for 9th Week; Intermodal Volume Down 5.4%

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