Railfreight in billion metric ton kilometers
Statistics for the first half of 2010 are out in Germany. In comparison to 2009, railfreight is up 13.8%, but the world crisis losses aren't fully compensated for. There is additional recovery since the end of June, though.
| Germany | DB | Others | France | SNCF | Others | GB | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1994 | 70.6 | 49.7 | 13.0 | ||||||||
| 1995 | 69.7 | 49.0 | 13.3 | ||||||||
| 1996 | 68.1 | 50.5 | 15.1 | ||||||||
| 1997 | 73.2 | 52.6 | 16.9 | ||||||||
| 1998 | 74.1 | 52.7 | 17.3 | ||||||||
| 1999 | 76.8 | 52.1 | 18.2 | ||||||||
| 2000 | 82.7 | 55.4 | 18.1 | ||||||||
| 2001 | 81.0 | 50.4 | 19.4 | ||||||||
| 2002 | 81.1 | 77.2 | (-2.1%) | 3.9 | (+73.6%) | 50.0 | 18.5 | ||||
| 2003 | 85.1 | 79.2 | (+2.6%) | 5.9 | (+52.6%) | 46.8 | 18.9 | ||||
| 2004 | 91.9 | 83.1 | (+4.9%) | 8.8 | (+49.2%) | 45.1 | 20.4 | ||||
| 2005 | 95.4 | 81.7 | (-1.7%) | 13.7 | (+55.9%) | 40.7 | 21.7 | ||||
| 2006 | 107.0 | 89.5 | (+9.5%)¹ | 17.5 | (+27.9%) | 40.9 | 40.7 | 0.2 | 21.9 | ||
| 2007 | 114.6 | 92.1 | (+2.9%) | 22.5 | (+28.7%) | 42.6 | 40.6 | (-0.0%) | 2.0 | (+900%) | 21.2 |
| 2008 | 115.7 | 91.2 | (-1.0%) | 24.5 | (+8.6%) | 40.6 | 35.9 | (-11.6%) | 4.7 | (+135%) | 20.6 |
| 2009 | 95.9 | 72.3 | (-20.8%) | 23.6 | (-3.7%) | 32.7 | 26.5 | (-26.2%) | 6.2 | (+31.9%) | |
| 1. half 2010 | 52.5 |
¹ incl. buying the Ruhrkohle-AG-Railroad
Railfreight in billion metric ton kilometers
While the statistics for 2009 show very bad figures due to the crisis, railfreight in Germany has already recovered almost half of these losses.
| Germany | DB | Others | France | SNCF | Others | GB | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1994 | 70.6 | 49.7 | 13.0 | ||||||||
| 1995 | 69.7 | 49.0 | 13.3 | ||||||||
| 1996 | 68.1 | 50.5 | 15.1 | ||||||||
| 1997 | 73.2 | 52.6 | 16.9 | ||||||||
| 1998 | 74.1 | 52.7 | 17.3 | ||||||||
| 1999 | 76.8 | 52.1 | 18.2 | ||||||||
| 2000 | 82.7 | 55.4 | 18.1 | ||||||||
| 2001 | 81.0 | 50.4 | 19.4 | ||||||||
| 2002 | 81.1 | 77.2 | (-2.1%) | 3.9 | (+73.6%) | 50.0 | 18.5 | ||||
| 2003 | 85.1 | 79.2 | (+2.6%) | 5.9 | (+52.6%) | 46.8 | 18.9 | ||||
| 2004 | 91.9 | 83.1 | (+4.9%) | 8.8 | (+49.2%) | 45.1 | 20.4 | ||||
| 2005 | 95.4 | 81.7 | (-1.7%) | 13.7 | (+55.9%) | 40.7 | 21.7 | ||||
| 2006 | 107.0 | 89.5 | (+9.5%)¹ | 17.5 | (+27.9%) | 40.9 | 40.7 | 0.2 | 21.9 | ||
| 2007 | 114.6 | 92.1 | (+2.9%) | 22.5 | (+28.7%) | 42.6 | 40.6 | (-0.0%) | 2.0 | (+900%) | 21.2 |
| 2008 | 115.7 | 91.2 | (-1.0%) | 24.5 | (+8.6%) | 40.6 | 35.9 | (-11.6%) | 4.7 | (+135%) | 20.6 |
| 2009 | 95.9 | 72.3 | (-20.8%) | 23.6 | (-3.7%) | 32.7 | 26.5 | (-26.2%) | 6.2 | (+31.9%) |
¹ incl. buying the Ruhrkohle-AG-Railroad
Acceleration of DMUs: Regioshuttle Data
Quite some time ago, I was asked about the minimum useful station distance for rail transit without electrification.
For giving a precise answer, I obtained data from Stadler, for their „Regioshuttle“ DMU. This acceleration graph has now lived in my website's tmp directory for years. Some of you were linked to it directly.
Starting this Blog gives good opportunity for publishing such little pieces of information for everybody. „Geschwindigkeit“ ≘ „Speed“, „Zeit“ ≘ „Time“, „Weg“ ≘ „Distance“.
Another „thank you“ to the helpful engineers at Stadler.
