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Re: State of Washington wants input on future of rail service in Palouse region
Author: Matt Farnsworth
Date: 10-28-2014 - 19:32
David Smith Wrote:
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> I think the smart thing to do is to wait and see
> just what impact McCoy has on Thornton loadings
> and the St John branch in general. That line has
> a less than optimal track profile, hauls nothing
> but grain (no fertilizer AFAIK), and would appear
> to have higher maintenance costs than the W&I or
> the Rebel Flat Creek line.
You want to talk operational challenges? Pullman to Colfax has 15 large bridges, many of them wood, that would require inspection and maintenance. The route also has, between the cities of Pullman and Colfax, nine grade crossings that currently have signals that require costly monthly inspections and maintenance. It is likely that both cities would demand that more crossings be upgraded with additional signals if train traffic was to greatly increase. Add to that the cost of maintenance for the track miles for the route, a route that has a 3%+ grade coming into and out of Colfax, a grade that in the last 20 years has seen at least one fatal runaway train derailment. This all puts a significant burden on both the PCC and W&I, to maintain and operate a route that has no local customers between Fallon and the little town by the Colfax airport (forget its name). Thronton & Oakesdale both have local traffic.
Thornton to Oakesdale would only add 7 smaller bridges, bridges that would all have to be replaced with newer structures that could be precast concrete that would require significantly less maintenance than the old wood & steel structures on the Pullman Colfax line. The track miles for the railroads to maintain for the Thornton to Oakesdale route are significantly less, and since both railroads currently operate out of Oakesdale and Thornton, would not require either railroad to reopen track that has been put out of service. All in all, despite the challenges in reopening Thornton to Oakesdale, the route will be less costly to maintain and operate, which will be better for the railroads, better for the state, and better for customers, since it is more likely to be used and kept open.
It is my opinion that despite the challenges in reopening the Thornton to Oakesdale section, the long term benefits to the state, railroads and shippers will be greater, and the long term costs to the state and railroads will be less. Is there a guarantee in all of this? Of course not. But what will the picture look like next year? 5 years from now? 10, 15 or 20 years from now? Isn’t it better to invest now than wait until it costs more and is less usefull?
Matt F
Moscow ID
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> I think the smart thing to do is to wait and see
> just what impact McCoy has on Thornton loadings
> and the St John branch in general. That line has
> a less than optimal track profile, hauls nothing
> but grain (no fertilizer AFAIK), and would appear
> to have higher maintenance costs than the W&I or
> the Rebel Flat Creek line.
You want to talk operational challenges? Pullman to Colfax has 15 large bridges, many of them wood, that would require inspection and maintenance. The route also has, between the cities of Pullman and Colfax, nine grade crossings that currently have signals that require costly monthly inspections and maintenance. It is likely that both cities would demand that more crossings be upgraded with additional signals if train traffic was to greatly increase. Add to that the cost of maintenance for the track miles for the route, a route that has a 3%+ grade coming into and out of Colfax, a grade that in the last 20 years has seen at least one fatal runaway train derailment. This all puts a significant burden on both the PCC and W&I, to maintain and operate a route that has no local customers between Fallon and the little town by the Colfax airport (forget its name). Thronton & Oakesdale both have local traffic.
Thornton to Oakesdale would only add 7 smaller bridges, bridges that would all have to be replaced with newer structures that could be precast concrete that would require significantly less maintenance than the old wood & steel structures on the Pullman Colfax line. The track miles for the railroads to maintain for the Thornton to Oakesdale route are significantly less, and since both railroads currently operate out of Oakesdale and Thornton, would not require either railroad to reopen track that has been put out of service. All in all, despite the challenges in reopening Thornton to Oakesdale, the route will be less costly to maintain and operate, which will be better for the railroads, better for the state, and better for customers, since it is more likely to be used and kept open.
It is my opinion that despite the challenges in reopening the Thornton to Oakesdale section, the long term benefits to the state, railroads and shippers will be greater, and the long term costs to the state and railroads will be less. Is there a guarantee in all of this? Of course not. But what will the picture look like next year? 5 years from now? 10, 15 or 20 years from now? Isn’t it better to invest now than wait until it costs more and is less usefull?
Matt F
Moscow ID
