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The purpose of this study is to compare the competition and productivity of the US freight rail transportation industry for the past 41 years (1980 ∼ 2020), which consists of the two periods, before and after the abolishment of the Interstate Commerce Commission (ICC) in 1995.

This study investigates any relationships between the market concentration index values and labor productivity values in the separate two periods, and how the existence of a regulatory body in the freight transportation market impacted the productivity of the freight rail transportation industry by using a Cobb–Douglas production function on annual financial statement data from the US stock exchange market.

This study found that, after the abolishment of the ICC: (1) the rail industry became less competitive, (2) even if the rail industry had an increasing labor productivity trend, there was a strong negative correlation between the market concentration index and labor productivity and (3) the rail industry’s total factor productivity was decreased.

This study is to find empirical evidence of the effect of the ICC abolishment on the competition and productivity levels in the US freight rail transportation industry using a continuous data set of 41-year financial statements, which is unique compared to previous studies.

The purpose of this paper is to identify current impediments to the competitiveness of the rail industry in the Australian non-bulk freight market.

A systematic literature review was adapted to identify the impediments and challenge themes from 1,081 studies available on the Australian rail industry. To select the studies relevant to the research question, a tollgate criterion was then deployed. Impediments were identified by a structured data synthesis process and a heuristic algorithm was developed to explore the possible relationships between the impediments and challenges.

Four major themes are apparent, each of which presents the rail industry with challenges in the non-bulk freight market. “Infrastructural inefficiencies and the need for further integration” was ranked as the main rail industry challenge, while “environmental concerns and the associated costs of externalities” was the least. In addition, across the four themes data synthesis identified 43 impediments from purely policy related to technical and operational aspects.

The major implication of this review is the identification of impediments that have no linkage to the four industry challenges as revealed by stakeholders in the literature. That means that the rail industry has been dealing with a number of issues that have not been explored and studied in depth either by practitioners or academics. The underlying elements of impediments in this group are perceived as managerial, organisational and leadership factors. The rail industry has failed to manage its organisational ties across the system, both horizontally and vertically. This issue has been intensified as the result of complex interactions between different transport modes and operators associated with the non-bulk freight sector.

For the first time in the Australian context, this study provides an en masse and summarised picture of impediments to the competitiveness of the rail industry in the non-bulk freight market by systematically reviewing the reports generated by different stakeholders in the last ten years. The outcomes will assist the rail industry and government to understand impediments impacting on the quality of rail freight services that may lead to collaboration on decision-making and investment strategies.

This paper aims to explore why harmonisation, given its potential, is so difficult to achieve. It analyses the issues and challenges in achieving harmonisation of training and development across an industry.

The approach was a meta-analysis of six research projects undertaken in the Australian rail industry. These projects varied in duration from 12-24 months. Between 2009 and 2013, rail employees in varying roles and levels of seniority, including middle managers, front-line supervisors, rail incident investigators, track workers and drivers, were interviewed (n = 176) and surveyed (n = 341).

The meta-analysis identified a range of characteristics associated with harmonisation. It uncovered three categories of harmonisation, seven types of risk modelled in a layered risk pyramid and analysed key structural, environmental and organisational barriers to harmonisation. The paper concludes that harmonisation struggles to gain strategic significance and is hampered by operational pragmatism.

There are few published papers examining harmonisation across companies or based on meta-analyses, especially qualitatively. Despite limitations of insufficient detail to allow close analysis, potentially variable quality data across projects from which to develop a meta-analysis and the danger of comparing apples with oranges, more attempts using this approach would be helpful in gaining nuanced insights into an industry.

Achieving industry harmonisation requires significant change in the mindset of executives. To enhance the chances of harmonisation, there is need for a strong national entity with overview of the entire industry, high-quality training and development resources and activities and cost-benefit analyses and active campaigns. A major outcome of this research is the risk pyramid, which can be used by managers as a strategic evaluation tool. By using such tools based on sound research, leaders can be equipped to make informed decisions and reduce downstream risks.

This research has value in extending the literature in two main ways: through examining the notion of harmonisation across an industry as distinct from within organisations that has been the focus of most studies and through using qualitative meta-analysis in a field dominated by quantitative approaches. It analyses the grey areas between rhetoric about its potential and difficulties in its achievement.

The purpose of this research is to focus on the serious but under‐examined incidence of fatalities and injuries among rail trackworkers. It identifies the pressures on trackwork, locating them within an analysis of the economic structure of the privatised rail industry and illustrates the consequences of these pressures at the operational level.

A series of semi‐structured interviews was held with management representatives of the infrastructure and maintenance companies, rail safety bodies and officials and representatives of the RMT. These were supplemented by focus‐group style discussions with track maintenance workers in Scotland and the North of England. The paper then relates these qualitative data to the analysis of recent major incidents which have involved fatalities of rail employees.

Within the structure of the post‐privatised industry, improvements to the safety regime are always in danger of being constrained by countervailing economic and organisational pressures. There is a marked discrepancy between the higher level safety structure and the experience of employees at track level.

There is virtually no workforce input into the construction of safety procedures despite the fact that rail workers' commitment to the industry represents a large untapped resource for safety improvement.

The rail industry in general, and trackwork in particular, have been conspicuously under‐researched since privatisation.

The chemical industry is struggling to improve its supply chain performance, and improved asset utilization may help get the industry headed in the right direction. Since most chemical firms own or lease their rail fleets, rail utilization can have a substantial impact on overall asset utilization. The paper aims to focus on current managerial processes and situational factors that impact railcar asset performance.

Rail car cycle data are analyzed, focusing on major sources of variation in transit inventory as railcars move from plant to customer and back.

Findings include the importance of establishing and adhering to policies regarding supply chain practices; substantial differences exist between hopper and tank car performance; distance is not a major predictor of total cycle time variance; and vendor‐managed inventory relationships can operate with less customer inventory.

This paper addresses only one component of supply chain performance: railcar cycle time. Further analysis is needed to investigate differences between hopper car and tank car transit times. Additional research should also involve the railroad companies as participants in chemical firms' supply chains.

The paper provides several practical recommendations for chemical company supply chain managers relating to process controls, focusing on large customer accounts, managing transit time and variation of rail cars between plant and factory. The findings and recommendations can be applied across many industries.

This paper focuses on supply chain practices in the chemical industry, which has been slow to adopt supply chain practices. In particular, this paper investigates railcar coordination as one means of enhancing supply chain performance, reducing both inventory and transportation assets.

The paper aims to examine the role, funding and status of Network Rail, a very significant example of New Labour's attempt to operationalise the “third way”. The analysis of Network Rail is used to critique the “third way” approach to policy‐making in Britain.

The paper examines Network Rail, and the significant changes that have occurred since its creation, in the context of the claims originally made for the company by Transport Secretary Byers. It employs critical financial analysis and non‐financial performance indicators to examine the “third way” approach to rail privatisation, drawing on the work of its leading supporter in the UK, Giddens, and its leading critic, Callinicos.

The paper demonstrates that Network Rail is an expensive mechanism for channelling public money to private companies. It argues that the “third way” is really a smoke screen for the neo‐liberal ideology, behind which there is a continuing transfer of wealth from taxpayers to the private sector.

The paper focuses on one significant example of the “third way” approach to policy making. It demonstrates the strength of the neo‐liberal ideology, particularly the belief in the value of privatisation, in the UK.

The findings of the paper have implications for public policy and for those affected by rail privatisation, including employees, passengers and taxpayers.

Researchers and practitioners working in the area of public sector management and reforms should find the paper of value.

The purpose of this paper is to provide description and analysis of how a traditional industry is currently using e‐learning, and to identify how the potential of e‐learning can be realised whilst acknowledging the technological divide between younger and older workers.

An exploratory qualitative methodology was employed to analyse three key questions: How is the Australian rail industry currently using e‐learning? Are there age‐related issues with the current use of e‐learning in the rail industry? How could e‐learning be used in future to engage different generations of learners in the rail industry? Data were collected in five case organisations from across the Australian rail industry.

Of the rail organisations interviewed, none believed they were using e‐learning to its full potential. The younger, more technologically literate employees are not having their expectations met and therefore retention of younger workers has become an issue. The challenge for learning and development practitioners is balancing the preferences of an aging workforce with these younger, more “technology‐savvy”, learners and the findings highlight some potential ways to begin addressing this balance.

The findings identified the potential for organisations (even those in a traditional industry such as rail) to better utilise e‐learning to attract and retain younger workers but also warns against making assumptions about technological competency based on age.

Data were gathered across an industry, and thus this paper takes an industry approach to considering the potential age‐related issues with e‐learning and the ways it may be used to meet the needs of different generations in the workplace.

We adopt a super slack-based measurement (SBM) data envelopment analysis (DEA) model to estimate the efficiency of five biggest freight rail operators in Russia, which are included in the top 30 freight rail operators in terms of two dimensions – financial and operational efficiency during 2013–2017. The result shows that the private companies characterized by high financial and operational efficiency, while the Rossiiskye Zheleznye Dorogi (RZD) subsidiaries characterized by sufficiently low financial and operational efficiency scores. And the result also presents that operational efficiency score of operators handling universal rolling stock is higher than financial efficiency scores. In contrast, financial efficiency scores of operators handling special rolling stock is higher than operational efficiency scores. rail freight operators in addition to a special rolling stock park should have a universal rolling stock park for higher profitability. State-owned companies and its subsidiary operate inefficiently in the midst of a market economy in Russia. Rail freight operators for a higher level of financial efficiency should be transferred to the private sector.

The purpose of this paper is to outline the role of organizational and cultural tools to increase supply chain security within the intermodal rail and road industry. Three main research questions are set, regarding: what organizational and cultural tools are used by companies within the intermodal rail and road industry; how these tools impact on security performance; and what environmental factors trigger the use of each tool.

In total, 13 companies within the intermodal rail and road industry have been studied in detail through in-depth case studies.

Results suggest that organizational and cultural tools impact positively on supply chain security, by reducing collusion and both operative and planning mistakes. In particular, such tools mitigate the effect of lack of cooperation and communication between partners and of inadequate partners.

Results point out that the ability of organizational and cultural tools to increase supply chain security has not been fully exploited yet. Tools to mitigate the negative effects on security of inadequacy of partners are not popular or they are not considered as powerful enough, despite it has been highlighted as the most relevant causal factor of lack of security.

This paper introduces a thorough overview of the effects of cultural and organizational tools on supply chain security and a detailed study of these tools in the area of intermodal rail-and-road transport.

The purpose of this paper is to examine the necessity of longer and/heavier and/or faster freight train operations and their viability in the European context.

Using a case study, the current research applies qualitative methods, including desktop research and informal discussion with the rail freight industry and shippers. The case study is the recently conducted trial of 1.5 km long Marathon freight train in Europe.

The research finds that at this stage there is no commercial necessity of running a 1.5 km long train. There are technical and operational limitations which are less problematic, but the commercial necessity is a must and that will need sufficient traffic volume on a longer route (to justify extra time and cost incurred in marshalling yard and reasonable pre- and post-consolidated rail transport haul). The time required to form up/disperse such large formation could arguably be a major constraint for the train itself as well as for other services run on the same network. The authors agree in principle with the “do more with less” notion and the necessity of faster train concept. Also, the authors are agreeing with the heavier train aspect.

Considering the current and future (more semi-finished and finished, containerised) cargo trend, it is more important that freight train is operated consistently, reliably, and commercially attractive relatively faster and frequent serving moderate distances (around 300+ km). Towards this, the operation of merging two (or more) short trains to form up to 750 m long trains should be explored, in particular on the nine Rail Freight Corridors, to identify the potential and realistic opportunities for commercial deployment of “longer and/or faster and/or and heavier” freight train.

At the moment there is no need of a 1.5 km long freight train to improve the performance of EU railways.

The case study provides an important platform for debate on the contemporary notion of “longer”, “faster” and “heavier” freight trains in the European context.