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The Hiring Process. According to the AAR, moving freight by rail is 4 times more fuel efficient than moving freight on the highway. CSX trains can move a ton of freight approximately miles on a single gallon of fuel. Efficient use of fuel means fewer greenhouse gas emissions for our planet.
The ton-mile-per-gallon is a unit of measurement used to describe the efficiency of hauling freight by various modes of transportation. The rail industry also tracks and reports annual fuel usage in the R1 Report, Schedule , line 4. These two reported values are used to determine a system-wide train efficiency value. In other words, CSX trains, on average, can move a ton of freight nearly miles on a gallon of fuel, based on our revenue ton miles and fuel use.
The fuel efficiency for a freight truck can be estimated in a similar way. For example, a heavy-duty diesel truck hauling 19 tons of freight a distance of miles would consume approximately 71 gallons of diesel fuel, assuming an average 7 miles per gallon truck fuel economy and a typical truck payload of 19 tons.
The efficiency of this freight haul would be calculated as:. In case of freight trains, where railways has ceded market share to trucks, the state-run transporter is looking at a gradual increase in average speed — from the current 25 kmph to 30 kmph , 34 kmph , 39 kmph and 45 kmph by , sources told TOI. Facebook Twitter Linkedin EMail.
Start a Conversation. Spotlight Blockchain a game changer for seed funding? Coronavirus outbreak Covaxin vaccine Cowin vaccine registration Coronavirus live news Corona cases today Covshield vaccine. Over the next four years, the Class I plans to order about 5, hoppers in total. For now, the shorter and lighter hoppers will enable CP to boost capacity per grain train about 16 percent by placing instead of cars on the current 7,foot unit trains.
The 8,foot trains will include a minimum of hoppers — or 20 percent more cars than the current trains — and eventually will sport cars. The railroad is working with grain elevators and ports to build or expand infrastructure to accommodate the loading and unloading of 8,foot trains clear of any mainline. As part of its implementation of scheduled railroading, CSX recently increased train lengths by consolidating train profiles to achieve efficiencies, said spokesman Smith in his email.
Operating longer and fewer trains both enhances safety and generates several benefits, such as fewer train starts and enhanced productivity, he said. Longer trains — which often utilize mid-train distributed power — also are easier for engineers to operate and the Class I has logged far fewer train-handling exceptions on such trains, said Smith. The public can benefit from long trains, too. By reducing the number of trains CSX operates, there are fewer opportunities for trains and vehicles to meet at grade crossings, said Smith.
KCS also has cut the number of trains operating in its network — but only slightly — by running some longer grain and intermodal trains. KCS has jointly invested with a shipper in Mexico to handle car grain trains at both origin and destination, he said.
Along the Meridian Speedway between Meridian, Mississippi, and Shreveport, Louisiana, intermodal trains reach 10, feet. Three sidings along the mile speedway have been extended from 6, to 10, feet to support those trains.
The railroad currently is analyzing train starts and other data to determine if manifest trains could be lengthened without impacting customers, he said.
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