Rail freight and the modal shift that does not come
Rail freight, railway operations and intermodal freight transport appear on 55 recent papers, with 14 in the last quarter against about 12 per quarter before. Governments want freight moved from trucks to rail for climate reasons, yet rail's share keeps falling in most of Europe and the US. Which bottlenecks (terminals, reliability, pricing) matter, and what would change shippers' choices?
What prompted this#
Since October 2025, 55 papers carry a railway, rail-freight, railroad, intermodal or rail-transport keyword (27 in operations research journals, 13 in economics, 11 in AI): "rail freight" on 6, "railway operations" on 5, "intermodal freight transport" on 4, "railway safety" on 3, "China Railway Express" on 2. The quarter to September 2026 had 14 such papers against about 12 per quarter earlier.
Questions#
- For which origin-destination pairs and goods does rail lose to trucks on cost and time, and how much of the gap is terminal handling rather than line haul?
- Do shippers respond to carbon prices on trucking, or do they need reliability improvements first?
- Did the China-Europe rail services survive the collapse of their subsidies and the war in Ukraine, and what did they carry?
Data that could help#
Freight flow data by mode (Eurostat, US Commodity Flow Survey), rail punctuality records, terminal capacity data and shipper surveys.
Next step#
Estimate a mode-choice model on recent freight flow data with terminal time and reliability as separate variables, and simulate a carbon price on trucking.