Wheel and Axles Reference Manual

Total Page:16

File Type:pdf, Size:1020Kb

Wheel and Axles Reference Manual Engineering Standard Rolling Stock ESR 0331 WHEEL AND AXLES REFERENCE MANUAL Version 1.1 Issued May 2013 Owner: Technical Specialist Rolling Stock Performance Standards Approved Stephen White, Authorised Michael Uhlig, by: A/Manager, by: A/Chief Engineer Rolling Stock Rolling Stock Access Integrity Disclaimer This document was prepared for use on the RailCorp Network only. Engineering Standard RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp. UNCONTROLLED WHEN PRINTED Page 1 of 63 RailCorp Engineering Standard — Rolling Stock Wheel and axles reference manual ESR 0331 Document control Version Date Summary of change (RSS 0031) 1.0 January 2004 Based on a number of TRS standards (RSS 0031) 2.0 May 2007 Reissued as a RailCorp standard. Some amendments (RSS 0331) 1.0 May 2008 Renumbered RSS 0331 (ESR 0331) 1.0 June 2010 Reformatted and renumbered ESR 0331 1.1 May 2013 Summary of changes from previous version Summary of change Section Version 1.1 Minor reformatting Missing figures added various Paragraph on fitting on pressure not being less than 60% of min fitting on pressure 8.2.5 deleted Axle run out was H, Radial run out was G, Measurement location added. Radial runout 8.3.2.1 was 0.5 mm. Axle run out was H, Radial run out was G. Radial runout was 0.5 mm. 8.3.3.2 Profile drawing number “ESR 0038” amended to read “ESR 0332” 10.5 Profile drawing number “ESR 0038” amended to read “ESR 0332” 10.12 Details of wheel diameter measuring gauge add from 13.6.3.1 13.2.1 Profile drawing number “ESR 0038” amended to read “ESR 0332” 13.6.3.3 Drawing number for back to back gauge was 306-579 4.2, 13.8 © RailCorp Page 2 of 63 Issued May 2013 UNCONTROLLED WHEN PRINTED Version 1.1 RailCorp Engineering Standard — Rolling Stock Wheel and axles reference manual ESR 0331 Contents 1 Introduction .............................................................................................................................7 2 Scope........................................................................................................................................7 3 Application...............................................................................................................................7 4 Reference documents.............................................................................................................7 4.1 RailCorp standards ...................................................................................................................7 4.2 Drawings ...................................................................................................................................7 4.3 Other standards ........................................................................................................................8 4.4 Australian standards for railway rolling stock:...........................................................................8 5 Wheels......................................................................................................................................8 5.1 Wheel identification...................................................................................................................8 5.2 Freight vehicle wheel data table .............................................................................................10 5.3 Locomotive wheel data table ..................................................................................................10 5.3.1 Maximum tread thickness variation between wheelsets in turning .........................11 5.4 Passenger car wheel data table..............................................................................................11 5.5 Measurement of wheels..........................................................................................................12 5.5.1 Scope.......................................................................................................................12 5.5.2 Wheel profile measurement gauges........................................................................12 5.5.3 Wheel measurement requirements .........................................................................12 5.5.3.1 Freight vehicles ........................................................................................12 5.5.3.2 Locomotives .............................................................................................13 5.5.3.3 Passenger ................................................................................................14 5.5.3.4 Actions – (Refer to ESR 0330).................................................................14 6 Axles.......................................................................................................................................16 6.1 Axle identification ....................................................................................................................16 6.2 Inspection criteria for the exposed surfaces of axles..............................................................16 6.2.1 Description:..............................................................................................................16 6.2.2 Procedure for the inspection of surface imperfections on the barrels of freight axles .............................................................................................................17 6.2.2.1 Introduction...............................................................................................17 6.2.2.2 Procedure.................................................................................................17 6.2.2.3 Grinding....................................................................................................17 6.2.2.4 Qualification of defects.............................................................................17 6.2.3 Examples - full depth grinding: ..............................................................................18 6.2.3.1 Full depth grinding - Isolated Imperfections from localised damage ....................................................................................................18 6.2.3.2 Full depth grinding - narrow imperfections...............................................18 6.2.4 Examples - touch-up grinding..................................................................................19 6.2.4.1 General.....................................................................................................19 6.2.4.2 Touch - up grinding of lips & roll-overs.....................................................19 6.2.5 Touch - up grinding of isolated pitting......................................................................19 6.2.6 Circumferential grooves from rotating and/or rubbing damage...............................20 7 Wheelsets ..............................................................................................................................21 7.1 Maximum wheel diameter variation between wheels .............................................................21 © RailCorp Page 3 of 63 Issued May 2013 UNCONTROLLED WHEN PRINTED Version 1.1 RailCorp Engineering Standard — Rolling Stock Wheel and axles reference manual ESR 0331 7.2 Wheelset back to back measurement.....................................................................................21 7.2.1 Limits........................................................................................................................21 7.2.2 Action.......................................................................................................................21 7.3 Freight wheelset inspection and attention when reprofiling....................................................21 7.3.1 Axles ........................................................................................................................21 7.3.2 Wheels.....................................................................................................................22 7.3.3 Bearings...................................................................................................................22 8 Assembly of wheelsets.........................................................................................................23 8.1 Correct wheelset components ................................................................................................23 8.1.1 Axles ........................................................................................................................23 8.1.2 Wheels.....................................................................................................................23 8.1.2.1 Wheel boring requirements ......................................................................23 8.1.2.2 Machine requirements..............................................................................25 8.1.3 Bearings...................................................................................................................25
Recommended publications
  • Failure of Wheel on Locomotive SCT 008 Near Fisher, South Australia
    Failure of wheel on locomotive SCTInsert 008 document title Locationnear Fisher, | Date South Australia | 28 May 2011 ATSB Transport Safety Report Investigation [InsertRail Occurrence Mode] Occurrence Investigation Investigation XX-YYYY-####RO -2011- 0 09 Final – 3 July 2013 Released in accordance with section 25 of the Transport Safety Investigation Act 2003 Publishing information Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office: 62 Northbourne Avenue Canberra, Australian Capital Territory 2601 Telephone: 1800 020 616, from overseas +61 2 6257 4150 (24 hours) Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117, from overseas +61 2 6247 3117 Email: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2013 Ownership of intellectual property rights in this publication Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this publication is owned by the Commonwealth of Australia. Creative Commons licence With the exception of the Coat of Arms, ATSB logo, and photos and graphics in which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 3.0 Australia licence. Creative Commons Attribution 3.0 Australia Licence is a standard form license agreement that allows you to copy, distribute, transmit and adapt this publication provided that you attribute the work. The ATSB’s preference is that you attribute this publication (and any material sourced from it) using the following wording: Source: Australian Transport Safety Bureau Copyright in material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations.
    [Show full text]
  • Sali DIESEL-ELECTRIC LOCOMOTIVE Empresa Ferroviaria Andina S.A, Bolivia
    SALi DIESEL-ELECTRIC LOCOMOTIVE Empresa Ferroviaria Andina S.A, Bolivia At the end of 2017, the Andina-FCA Railway Company and Stadler Valencia signed a contract for the supply of the first three SALi locomotives to be used for freight transport services on its metric gauge railway network in Bolivia. SALi is a 6-axle diesel-electric locomotive with an ultra-lightweight design and with forefront technology, to successfully face the challenges entailed in operating on metre-gauge networks under conditions of great altitude (over 5,000 metres above sea-level) at a maximum speed of 100km/h, combining a high-power output at great altitude with reduced fuel consumption. It features 6 AC traction motors and two acoustic and heat-insulated driver’s cabs, to enhance comfort under extreme temperature conditions. Due to its design and performance, it is destined to become the benchmark locomotive of the Bioceanic Rail Integration Corridor which, crossing Bolivia, will link the Peruvian port of Ilo with the port of Santos, near Sao Paulo in Brazil. www.stadlerrail.com Stadler Rail Group Stadler Rail Valencia S.A. Ernst-Stadler-Strasse 1 Pol. Ind. Mediterráneo. Mitjera 6 CH-9565 Bussnang E-46550 Albuixech (Valencia) Phone +41 71 626 21 20 Phone +34 96 141 50 00 [email protected] [email protected] Technical features Vehicle data Technology – Based on proven models such as the EURO4000, UKLIGHT and Customer Empresa Ferroviaria Andina S.A EURODUAL. Region Bolivia – Suitable for operations at high altitude (over 5,000 m above
    [Show full text]
  • Assessing Steam Locomotive Dynamics and Running Safety by Computer Simulation
    TRANSPORT PROBLEMS 2015 PROBLEMY TRANSPORTU Volume 10 Special Edition steam locomotive; balancing; reciprocating; hammer blow; rolling stock and track interaction Dāvis BUŠS Institute of Transportation, Riga Technical University Indriķa iela 8a, Rīga, LV-1004, Latvia Corresponding author. E-mail: [email protected] ASSESSING STEAM LOCOMOTIVE DYNAMICS AND RUNNING SAFETY BY COMPUTER SIMULATION Summary. Steam locomotives are preserved on heritage railways and also occasionally used on mainline heritage trips, but since they are only partially balanced reciprocating piston engines, damage is made to the railway track by dynamic impact, also known as hammer blow. While causing a faster deterioration to the track on heritage railways, the steam locomotive may also cause deterioration to busy mainline tracks or tracks used by high speed trains. This raises the question whether heritage operations on mainline can be done safely and without influencing the operation of the railways. If the details of the dynamic interaction of the steam locomotive's components are examined with computerised calculations they show differences with the previous theories as the smaller components cannot be disregarded in some vibration modes. A particular narrow gauge steam locomotive Gr-319 was analyzed and it was found, that the locomotive exhibits large dynamic forces on the track, much larger than those given by design data, and the safety of the ride is impaired. Large unbalanced vibrations were found, affecting not only the fatigue resistance of the locomotive, but also influencing the crew and passengers in the train consist. Developed model and simulations were used to check several possible parameter variations of the locomotive, but the problems were found to be in the original design such that no serious improvements can be done in the space available for the running gear and therefore the running speed of the locomotive should be limited to reduce its impact upon the track.
    [Show full text]
  • UKDUAL LOCOMOTIVE BRLL to Be Used by DRS, United Kingdom
    UKDUAL LOCOMOTIVE BRLL to be used by DRS, United Kingdom Beacon Rail Leasing Limited (BRLL) ordered 10 UKDUAL locomotives in August 2013 to be used by British operator Direct Rail Services (DRS) for both passenger and freight services. This locomotive – named Class 88 in the United Kingdom – is a dual-mode locomotive that can run on electrified lines under 25 kV AC overhead catenary with a power at rail of up to 4000 kW, but also has a diesel engine to run on non-electrified lines. It is a four-axle locomotive adapted to UK loading gauges, with AC/AC transmission and low axle load. It fully complies with all European standards regarding safety, emissions and environmental protection and with British regulations. The UKDUAL locomotive offers excellent flexibility to rail operators since the units can be operated on main lines as well as on secondary lines. www.stadlerrail.com Stadler Rail Group Stadler Rail Valencia S.A. Ernst-Stadler-Strasse 1 Pol. Ind. Mediterráneo. Mitjera 6 CH-9565 Bussnang E-46550 Albuixech (Valencia) Phone +41 71 626 21 20 Phone +34 96 141 50 00 [email protected] [email protected] Technical features Vehicle data Technology – Based on the UKLIGHT locomotive Customer BRLL/DRS – Multipurpose locomotive for passenger and freight Region United Kingdom applications Number of vehicles 10 – Adapted to UK gauges and regulations Commissioning 2017 – Caterpillar diesel engine C27 Stage IIB Locomotive type Dual-mode: electric/ – Electrical transmission manufacturer: ABB diesel-electric – AC traction
    [Show full text]
  • Car Body and Bogie Connection Modification for Track Curves Passability Improvement
    MATEC Web of Conferences 157, 03009 (2018) https://doi.org/10.1051/matecconf/201815703009 MMS 2017 Car body and bogie connection modification for track curves passability improvement Vladimír Hauser1,*, la . Nozhenko1, Kara Kravchenko1, Mária Loulová1, Juraj Gerlici1, Tomáš Lack1 1University of Ţilina, Faculty of Mechanical Engineering, Department of Transport and Handling Machines, Univerzitná 1, 010 26 Ţilina, Slovak Republic Abstract. For Tram cars, it is often necessary to operate in cities on strongly curved track, which is followed by an increased effect of the vehicle on the track. Especially, this increased effect occurs in spiral transition curves situated between direct and arc sections or between two arc sections of different radius. In such case, increased guiding forces, creep in the rail - wheel contact, wear and noise generation can be observed. Exactly with the aim to reduce these undesirable effects we designed a tram bogie with steered wheelsets. This paper deals with a modification of its coupling to vehicle body in order to improve vehicle dynamics in transition curves. Proposed innovative construction of this coupling unit is registered by authors under Utility Model Nr. u201609015 and Utility Model Nr. u201703246. Description of the proposed way for a vehicle to pass through curved track with regard to bogie-body coupling and wheelset steering mechanisms with usage of multibody computing software is given in this paper. Keywords: bogie to vehicle body coupling, track transition curves, tramcar throughput improvement 1 Introduction The way a vehicle passes a track arc depends on many factors. The most important of these include the bogie wheelbase, the distance of pivot pins, the way the car body is mounted on the bogie, the design of the wheelset guiding in the bogie, the track gauge and the width of the track free channel with which the geometry of the wheel and rail profiles is directly related.
    [Show full text]
  • Effective 10/21/2016
    Association of American Railroads SAFETY AND OPERATIONS MANUAL OF STANDARDS AND RECOMMENDED PRACTICES SECTION A, PART I TABLES OF CONTENT Compiled under the direction of the Committees responsible for the subjects shown herein. EFFECTIVE 10/21/2016 Published by The Association of American Railroads 425 Third Street, SW., Washington, D.C. 20024 © Copyright Association of American Railroads Printed in U.S.A. EFFECTIVE 10/21/2016 EFFECTIVE Copyright © 2016 by the Association of American Railroads (AAR) Safety and Operations 425 Third Street SW Suite 1000 Washington, DC 20024 All rights reserved, including the right to reproduce this book in any form. It is the AAR’s intention that this publication be used to promote the objectives of the AAR and its members for the safe, efficient, and uniform interchange of rail equipment in North America. To this end, only excerpts of a rule or specification may be reproduced by the purchaser for their own use in promoting this objective. No portion of this publication may be displayed or otherwise made available to multiple users through any electronic distribution media including but not limited to a local area network or the Internet. No portion may be sold or used for advertisement or gain by any entity other than the AAR and its authorized distributor(s) without written permission from the AAR. AAR Manual of Standards and Recommended Practices Tables of Content ORDERING INFORMATION Copies of the various sections of this manual can be obtained as follows: ORDERS FOR Publications Department PUBLICATIONS Transportation Technology Center, Inc. P.O. Box 11130 55500 DOT Road Pueblo, CO 81001 Email: [email protected] Phone: Toll-free 877-999-8824, Direct 719-584-0538 Fax: 719-584-7157 TTCI Web page: http://www.aar.com Online ordering: http://www.aarpublications.com/ CIRCULAR Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in LETTER hardcopy or electronic format (online access via AAR’s Web page at http://aarcirculars.aar.org.
    [Show full text]
  • FERRMED LOCOMOTIVE CONCEPT STUDY 1 2.Pdf
    FERRMED FREIGHT LOCOMOTIVE CONCEPT STUDY By: TABLE OF CONTENTS 1 INTRODUCTION .................................................................................................................... 4 1.1 What is FERRMED? ....................................................................................................... 4 1.2 FERRMED Objectives .................................................................................................... 5 1.3 The FERRMED Standards.............................................................................................. 5 2 EXECUTIVE SUMMARY ....................................................................................................... 7 3 EUROPEAN NETWORK CHARACTERISTICS .................................................................... 9 4 INTEROPERABILITY AND CROSS-ACCEPTANCE .......................................................... 12 4.1 Interoperability .............................................................................................................. 12 4.2 ERTMS.......................................................................................................................... 18 4.3 Cross-Acceptance ......................................................................................................... 21 5 STATE-OF-THE-ART WORLDWIDE LOCOMOTIVES ....................................................... 23 6 REQUIRED STARTING TRACTIVE EFFORT AND POWER TO HAUL “FERRMED TRAINS” .....................................................................................................................................
    [Show full text]
  • The Evolution of the Steam Locomotive, 1803 to 1898 (1899)
    > g s J> ° "^ Q as : F7 lA-dh-**^) THE EVOLUTION OF THE STEAM LOCOMOTIVE (1803 to 1898.) BY Q. A. SEKON, Editor of the "Railway Magazine" and "Hallway Year Book, Author of "A History of the Great Western Railway," *•., 4*. SECOND EDITION (Enlarged). £on&on THE RAILWAY PUBLISHING CO., Ltd., 79 and 80, Temple Chambers, Temple Avenue, E.C. 1899. T3 in PKEFACE TO SECOND EDITION. When, ten days ago, the first copy of the " Evolution of the Steam Locomotive" was ready for sale, I did not expect to be called upon to write a preface for a new edition before 240 hours had expired. The author cannot but be gratified to know that the whole of the extremely large first edition was exhausted practically upon publication, and since many would-be readers are still unsupplied, the demand for another edition is pressing. Under these circumstances but slight modifications have been made in the original text, although additional particulars and illustrations have been inserted in the new edition. The new matter relates to the locomotives of the North Staffordshire, London., Tilbury, and Southend, Great Western, and London and North Western Railways. I sincerely thank the many correspondents who, in the few days that have elapsed since the publication: of the "Evolution of the , Steam Locomotive," have so readily assured me of - their hearty appreciation of the book. rj .;! G. A. SEKON. -! January, 1899. PREFACE TO FIRST EDITION. In connection with the marvellous growth of our railway system there is nothing of so paramount importance and interest as the evolution of the locomotive steam engine.
    [Show full text]
  • 1976 Technical Documentation Locomotive Truck Hunting M.Pdf
    TECHNICAL DOCUMENTATION LOCOMOTIVE TRUCK HUNTING MODEL V. K. Garg OHO G. C. Martin P. W. Hartmann J. G. Tolomei mnnnn irnational Government-Industry 04 - Locomotives ch Program on Track Train Dynamics R-219 TE C H N IC A L DOCUMENTATION rnn nnn LOCOMOTIVE TRUCK HUNTING MODEL V. K. Garg G. C. Martin P. W. Hartmann a a J. G. Tolomei dD 11 TT|[inr i3^1 i i H§ic§ An International Government-Industry Research Program on Track Train Dynamics Chairman L. A. Peterson J. L. Cann Director Vice President Office of Rail Safety Research Steering Operation and Maintenance Federal Railroad Administration Canadian National Railways G. E. Reed Vice Chairman Director Committee W. J. Harris, Jr. Railroad Sales Vice President AMCAR Division Research and Test Department ACF Industries Association of American Railroads D. V. Sartore or the E. F. Lind Chief Engineer Design Project Director-Phase I Burlington Northern, Inc. Track Train Dynamics Southern Pacific Transportation Co. P. S. Settle Tack Tain President M. D. Armstrong Railway Maintenance Corporation Chairman Transportation Development Agency W. W. Simpson Dynamics Canadian Ministry of Transport Vice President Engineering W. S. Autrey Southern Railway System Chief Engineer Atchison, Topeka & Santa Fe Railway Co. W. S. Smith Vice President and M. W. Beilis Director of Transportation Manager General Mills, Inc. Locomotive Engineering General Electric Company J. B. Stauffer Director M. Ephraim Transportation Test Center Chief Engineer Federal Railroad Administration Electro Motive Division General Motors Corporation R. D. Spence (Chairman) J. G. German President Vice President ConRail Engineering Missouri Pacific Co. L. S. Crane (Chairman) President and Chief W.
    [Show full text]
  • Hydrogen-Rail (Hydrail) Development
    H2@Rail Workshop Hydrogen-Rail (hydrail) Development Andreas Hoffrichter, PhD Burkhardt Professor in Railway Management Executive Director of the Center for Railway Research and Education [email protected] H2@Rail Workshop, Lansing, MI March 27, 2019 Contents • Current rail energy consumption and emissions • Hybrids • Primary power plant efficiencies • Hydrail development • Past and on-going research - 2 - Michigan State University, 2019 Current Rail Energy Efficiency and GHG DOT (2018), ORNL (2018) - 3 - Michigan State University, 2019 Regulated Exhaust Emissions • The US Environmental Protection Agency (EPA) has regulated the exhaust emissions from locomotives • Four different tiers, depending on construction year of locomotive • Increasingly stringent emission reduction requirements • Tier 5 is now in discussion (see next slide) • Achieving Tier 4 was already very challenging for manufacturers (EPA, 2016) - 4 - Michigan State University, 2019 Proposed Tier 5 Emission Regulation • California proposed rail emission regulation to be adopted at the federal level (California Air Resources Board, 2017) - 5 - Michigan State University, 2019 Class I Railroad Fuel Cost 2016 (AAR, 2017) • Interest from railways in alternatives high when diesel cost high, interest low when diesel cost low • When diesel cost are high, often fuel surcharges introduced to shippers • Average railroad diesel price for the last 10 years ~US$2.50 per gallon (AAR, 2017) - 6 - Michigan State University, 2019 Dynamic Braking • Traction motors are used as generators • Generated electricity is: – Converted to heat in resistors, called rheostatic braking – Fed back into wayside infrastructure or stored on-board of train, called regenerative braking • Reduces brake shoe/pad wear, e.g., replacement every 18 month rather than every18 days (UK commuter train example) • Can reduces energy consumption.
    [Show full text]
  • Overview of Wheel/Rail Load Environment Caused by Freight Car Suspension Dynamics
    34 TRANSPORTATION RESEARCH RECORD 1241 Overview of Wheel/Rail Load Environment Caused by Freight Car Suspension Dynamics SEMIH KALAY AND ALBERT REINSCHMIDT It has been a well-established fact that excessive wheel/rail loads dynamic load factors that represent only the effects of max­ cause accelerated wheel/rail wear, truck component deterioration, imum dynamic load conditions (7). The most serious problem track damage, and increased potential for derailment. The eco­ with these types of assumptions is that they neither make any nomic and safety impact of the increased wheel rail loads can only distinction for the effects of suspension design used in differ­ be ascertained by a total characterization of the wheel/rail loads. In this paper, a comprehensive set of experimental results obtained ent types of freight cars nor describe the variety of track from on-track testing of conventional North American freight cars conditions found in revenue service. Ideally, for design of using both wayside and on-board measurement systems are pre­ track and fretgh:t car structures, a total description of the load sented. The particular emphasis is given to the wheel/rail loads spectra including low-frequency high-dynamic loads should resulting from suspension dynamics. The dynamic wheel/rail envi­ be used (8). ronment addressed in this paper is limited to dynamic performance Our purpose in this paper is to provide an overall under­ regimes such as rock-and-roll and pitch-and-bounce, hunting, and standing of the dynamic load environment encountered under curving. The strong dependence of the dynamic response of a railway vehicle on a truck suspension system has been illustrated typical North American freight cars.
    [Show full text]
  • Freight Rail & Preserving the Environment
    Freight Rail & Preserving the Environment Preserving the environment and addressing climate change is a responsibility railroads take seriously. As a backbone of the U.S. economy for the last two centuries, freight railroads have evolved to provide efficient and advanced transportation solutions to American businesses and consumers. Today’s railroads continue to modernize their operations to meet tomorrow’s challenges, including improvements that increase efficiency and benefit the environment. • Less Greenhouse Gas Emissions: Greenhouse gas emissions are directly related to fuel consumption. Freight railroads account for just 0.5% of total U.S. greenhouse gas emissions, according to EPA data, and just 1.9% of transportation-related greenhouse gas emissions. • More Fuel Efficient: Freight rail is ahead of other land modes of surface transportation when it comes to limiting its carbon footprint. U.S. freight railroads, on average, move one ton of freight more than 480 miles per gallon of fuel. • Sustainable Choice: AAR analysis of federal data finds: If 25% of the truck traffic moving at least 750 miles went by rail instead, annual greenhouse gas emissions would fall by approximately 13.1 million tons; If 50% of the truck traffic moving at least 750 miles went by rail instead, greenhouse gas emissions would fall by approximately 26.2 million tons. • Holistic Approach: From advanced locomotive technology to zero-emission cranes, freight railroads leverage technology across their operations to limit their impact on the environment. In 2020 alone, U.S. freight railroads consumed 675 million fewer gallons of fuel and emitted 7.6 million fewer tons of carbon dioxide than they would have if their fuel efficiency had remained constant since 2000.
    [Show full text]