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Railroad Newsline for Wednesday, May 02, 2007

Compiled by Larry W. Grant

In Memory of Rob Carlson, 1952 – 2006

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RAIL NEWS

AMTRAK NAMES NEWS CFO

Amtrak on Tuesday named William H. Campbell, a former assistant secretary at the Department of Veterans Affairs, as chief financial officer.

Amtrak has been without a CFO since December. Then-CFO David Smith was among several top executives to leave the national passenger railroad as company president, Alex Kummant, who took over in September, reshuffled the senior management team.

Campbell most recently served as a director in KPMG's federal CFO consulting practice in Washington. Before that, he was an assistant secretary and CFO at the Department of Veterans Affairs. He also served as chief engineer and deputy commander for the Naval Supply Systems Command and as the CFO for the United States Coast Guard.

At Amtrak, Campbell will report directly to Kummant and will oversee the railroad's treasurer, controller and assistant vice presidents for financial planning and financial analysis.

Amtrak has long-term debt of nearly $3.5 billion and has been under pressure from the Bush administration to wean itself off government subsidies. However, Kummant has said complete self-sufficiency will never be possible. - The Associated Press, Forbes

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TRAIN SUPPORTERS HOLD OUT HOPE FOR FUNDING

BOZEMAN, MT -- Passenger trains may one day chug through Bozeman and Livingston again, bringing in tourists and providing rides to Missoula and Billings, but it's going to take money to study whether that could happen.

So far Montana's lawmakers have been reluctant, rejecting two attempts to set aside funding for the study in the state budget.

But a Montana Department of Transportation spokeswoman said Monday her agency is exploring other means of coming up with the cash.

That leaves railroad lovers such as Warren McGee of Livingston hopeful. Congress looks to be on the verge of authorizing millions of dollars to help states restore train services, if they can prove a need.

“And it's flying high,” he said. “And with the acceptance of that, I think it's only a matter of time before we have passenger (services).”

Passenger trains once crossed southern Montana, winding from Billings to Missoula and linking many of the state's largest communities. The route was eliminated in 1979 as federal officials sought to cut costs, with the state instead opting to keep the northern “Empire Builder” route on the Hi-Line.

McGee and others have sought to bring back the trains for years.

Now, for the first time, federal lawmakers have budgeted $340 million in matching funds for states that want to expand passenger-train services in a bill reauthorizing Amtrak funding. The legislation is still before Congress.

McGee, a former railroad worker well known for his train photography, called the southern route among the most beautiful of train routes in the nation. And he imagines such a route would be particularly popular among college students, given it would link some of the state's largest communities.

“I'm 92, and I've got no place to go,” he joked, “but young people always got places to go.”

The state must first study the feasibility of resurrecting the train route before it is eligible for the matching funds.

There were two attempts in the state Senate last month to set aside $100,000 and $150,000 to fund such a study, but both were rejected by lawmakers. Some worried a southern Amtrak route could make it more difficult to maintain funding for the northern route; another said such a route would prove unfeasible.

Lawmakers ended the 2007 session without completing a budget, meaning they will be heading back to Helena in coming weeks for a special session to finish their work. Funding for the study could be inserted at that point.

MDT will also look for other sources of funding, said agency spokeswoman Charity Watt Levis. It is still too early to tell where the money will come from.

It is a good time to bring back the train service given high gas prices and public concerns over global warming and energy supplies, Michael Ackley of the Montana Association of Railroad Passengers said.

The northern route would still be the main focus for Amtrak services in Montana, he said.

But, “if we can get additional service for the southern part of the state, that would be a benefit for everybody.” - Walt Williams, The Bozeman Daily Chronicle

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PATRIOT RAIL CORPORATION PURCHASES RARUS RAILWAY

BOCA RATON, FL -- Patriot Rail Corp., a freight railroad holding company, Tuesday announced the purchase of Rarus Railway Corp., a short line railroad headquartered in Anaconda, Montana.

Rarus provides freight service over 26 miles of main line track between Anaconda and Butte, Montana. In addition, it operates 40 miles of rail line located in 4 switching yards and numerous passing sidings along the route. Rarus also operates a fully equipped 20-bay locomotive roundhouse, wheel shop and machine shop in West Anaconda. In 2006, the railroad hauled 11,512 carloads, primarily copper tailings, impacted soils, copper concentrates and slag with its fleet of 12 locomotives.

The acquisition, from the McCarthy family of Anaconda, Montana includes the Copper King Express, a popular excursion train that last year carried approximately 10,000 round-trip passengers between Anaconda and Butte. Patriot said it will continue to operate the Express and is developing a program to expand ridership and provide additional services.

Gary O. Marino, President and CEO of Patriot Rail, said: “Short line railroads such as Rarus have a growing national strategic value. Rarus has numerous opportunities for expansion beyond its existing customer base and we will be investing new capital to grow the company.” Marino added, “We will work closely with local and state officials and with Patriot’s business partners throughout North America, to pursue economic development opportunities.”

Marino, former Chairman, President and CEO of RailAmerica, Inc. (RRA), formed Patriot Rail late last year. He noted the company, with significant investment capital provided by its partner, Plainfield Asset Management, is seeking short line rail acquisitions that have strategic and geographic importance and substantial growth potential. Patriot’s first rail acquisition, the Tennessee Southern Railroad, recently reported a 53% increase in carloads in its first 6 months operating under Patriot Rail.

The Rarus line was built in the 1890s to serve the Anaconda Company, which operated copper mines in Butte, along with a smelting operation in Anaconda. The downtown Anaconda corporate office also serves as a museum and staging area for the Copper King Express tourist train, a popular attraction for history and railroad enthusiasts. - BusinessWire.com

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GRASSROOTS HELP DEFEAT MULTIBILLION-DOLLAR RAIL LOAN

In a huge win for taxpayers, the Federal Railroad Administration (FRA) has denied a $2.3 billion federal loan to the Dakota, Minnesota, and Eastern Railroad (DM&E).

A classic case of Washington influence-peddling, the story shows how grassroots activism helped stop one backroom deal in its tracks. The denial of the loan was announced February 26.

The DM&E loan coasted under the radar until taxpayer activists caught wind of it late last year and rose up against it.

Letters Flooded Congress

Between February 7 and February 14, Council for Citizens Against Government Waste (CCAGW) members and supporters sent 10,258 letters to their representatives in Congress in opposition to the loan.

DM&E and Sen. John Thune (R-SD), a former lobbyist for the railroad who pushed the loan, became lightning rods for criticism from taxpayer watchdogs and groups that would be adversely affected by the new rail line.

The deal made no sense from a fiscal, economic, or security standpoint, according to opponents. The loan would have been used to expand and improve a rail line used primarily to transport coal from Wyoming to Minnesota--a route already served by two railroads.

Credit Risk Was Bad

In the FRA statement announcing its denial of the loan, Administrator Joseph H. Boardman concluded there was an “unacceptably high risk to taxpayers.”

Boardman found “there remained too high a risk concerning the railroad’s ability to repay the loan even with an appropriate combination of credit risk premiums and collateral.”

Boardman said he was concerned by “DM&E’s current highly leveraged financial position; the size of the loan relative to the limited scale of existing DM&E operations; and the possibility the railroad may not be able to ship the projected amounts of coal needed to generate enough revenue to pay back the loan.”

Boardman also questioned how DM&E would handle potential cost overruns and schedule delays.

The statement mirrors the points raised by CCAGW, indicating the FRA heard the public’s concerns.

Repayments Exceeded Revenue

It is not surprising DM&E went to Congress rather than private sources for financing. According to BearingPoint (a strategic consulting firm), the loan would have required an annual payment from DM&E of $246 million in addition to $15 million from another loan. The railroad’s total current annual revenue is just $200 million.

Even if the rail upgrade increased DM&E’s annual revenue, the loan presented a poor credit risk.
If the government had approved the loan, taxpayers would have been forced to foot the bill in the event of a default.

The proposed loan had other problems. According to the FRA’s Railroad Safety Statistics Annual Report 2004, DM&E ranked last in safety among the nation’s 43 largest railroads. Its main track accident rate has escalated to eight times the national rate since its last FRA loan of $233 million.

Likened to Chrysler Bailout

Supporters of the proposed loan, including farm groups, likened it to the $1.5 billion Chrysler bailout in 1980--but unlike the Chrysler deal, the DM&E loan was not the subject of intense public and congressional debate. It was able to move quietly through Congress thanks to behind-the-scenes lobbying and legislative maneuvers by Thune.

DM&E paid Thune $220,000 in 2003 and 2004 to lobby for the loan. After his election to the Senate in 2004, he was instrumental in increasing the FRA’s loan guarantee authority from $3.5 billion to $35 billion in the 2005 Safe, Accountable, Flexible, and Efficient Transportation Equity Act, in apparent anticipation of the DM&E loan.

CCAGW named Thune its Porker of the Month in November 2006 for his support of the loan.
Showing obfuscation worthy of a George Orwell novel, Thune claimed the loan’s denial was a case of “special interests beating the little guy.” - Tom Schatz, Budget & Tax News, The Heartland Institute (Tom Schatz is president of Citizens Against Government Waste in Washington, DC.)

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INFO ON RESURRECTED RAIL LINE TO BE PRESENTED

WAGNER, SD -- State officials will present information this week about the pending sale of 54.5 miles of state railroad spur line from the Napa junction near Yankton to Ravinia, midway between Wagner and Lake Andes.

A public meeting will begin at 19:00 hours Thursday in Wagner City Hall, according to Bruce Lindholm of the South Dakota Department of Transportation (SDDOT).

Wagner Native Energy LLC has agreed to buy the section of line, which runs along Highway 50, for $1.488 million, Lindholm said. Wagner Native needs the rail line to move forward with plans for an ethanol plant a mile east of Wagner, he added.

Wagner Native officials have said the ethanol plant could produce 50 million gallons a year, using about 18 million bushels of corn annually. The plant will produce 150,000 tons of dry distillers grain (DDG) annually, which will be offered to area livestock. The plant could employ as many as 35 people with an annual payroll of about $1.5 million.

Thursday's meeting will seek to answer the public's questions about the impact of the proposed railroad sale, Lindholm said.

"The sale is not finalized," he said. "There is an agreement in principal to sell the line to Wagner Native Energy, contingent with ... their financing. They have to address that. But otherwise, we have sold the line (to them)."

While the rail will be sold to one party, service will be offered to others along the line, Lindholm said.

"Wagner Native Energy will hire a railroad to operate the line, to physically run the trains up and down (the track). That carrier will be a common carrier. They will have to provide service to other stations along the line, other shippers," he said.

"Right now, the plans call for (the railroad) to be the Dakota Southern, but nothing prevents it from being someone else. It's up to Wagner Native Energy."

The rail segment had operations restored intermittently between 1985 and 1989 but has not operated since then.

Wagner Native Energy will provide new rails and ties, while government bodies in South Dakota will restore crossings they changed over the years, Lindholm said.

Rail service receives heavy use in South Dakota, and restoring the Napa Junction spur line will benefit the entire region, Lindholm said.

"This will be an economic development project for that entire area, all along that line," he said.

At Thursday's meeting, the SDDOT will be represented by Lindholm, director of local transportation programs; deputy Secretary of Transportation Kevin Tviedt; and South Dakota Rail Board chairman Todd Yeaton.

Wagner Native Energy and Dakota Southern officials are also invited to provide information at the meeting, Lindholm said. "Then, basically, we will split up so folks who have questions can talk to the DOT, the ethanol folks or the Dakota Southern railroad," he said.

Wagner Native Energy plans an equity drive this year to raise $45 million from local investors, with construction slated to start in summer 2008, said retired Wagner banker Don Juffer, a founder of the ethanol plant project.

Juffer said the plant will bring good jobs to an area in need of economic development. "The area here, with the Yankton Sioux Tribe and Charles Mix County, is an area of the state that is in need of these quality, well-paying jobs," he said.

Wagner Native Energy officials plan to upgrade the rail segment, Juffer said. The cost of the upgrade will be in addition to the sale price, he said.

Besides making the Wagner ethanol plant a reality, the railroad sale will provide opportunities for a number of communities in southeast South Dakota, Juffer said.

"We will bring the rail line back into service and handle heavier rail. We will upgrade (the line) so we have a better rail system," he said. "Additionally, other shippers in Avon, Tyndall, Wagner, Dante and Tabor who didn't have a railroad before will benefit from the line being brought back into service."

Juffer credited state officials with their work on the Napa Junction rail project.

"Gov. Rounds was really receptive (on the sale)," Juffer said. "We worked with the division of railroads in the Department of Transportation. They were cooperative with us 100 percent of the way."

District 19 State Sen. Frank Kloucek (D-Scotland) said he welcomes Thursday's meeting.

"I support the concept (of the rail line), but I do have questions," he said. "I want to make sure the adjacent landowners (to the line) in Charles Mix, Bon Homme and Yankton counties, and the elevators, townships, cities and others affected by this, are all treated fairly." - Randy Dockendorf, The Yankton Press & Dakotan

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RECORD IMPORTS EXPECTED THROUGH SOUTHLAND PORTS

LOS ANGELES, CA -- International trade through Southern California will hit record highs again in 2007, according to a report set for release today, but experts warned of several developing problems and rising objections to the public-health cost of moving international goods.

Traffic at the ports of Los Angeles and Long Beach, the nation's largest container port complex, will rise more than 9% to 17.8 million containers this year, the Los Angeles Economic Development Corp. predicted in its International Trade Trends and Impacts report for Southern California.

The Los Angeles Customs District, which includes the two major ports, Los Angeles and Ontario airports, McCarran airport in Las Vegas and Port Hueneme in Ventura County, also will build on its No. 1 U.S. ranking in total trade value in 2006 of $329.4 billion, the report said.

But the study warned that the railroad system serving the region was nearly at capacity already. It also said that fees on cargo containers, proposed to help defray the costs of pollution reduction, might drive some business to other ports.

The report added that neighbors and environmentalists were increasingly angry over traffic congestion and unchecked diesel emissions from ships, trucks and other port equipment.

The potential effects of two wild cards, the report also noted, were impossible to predict, but already were raising concerns in the trade industry.

One was upcoming negotiations between the International Longshore and Warehouse Union and the shipping companies that employ them on a contract that expires in 2008.

Another worry was the cost and implementation of the Transportation Workers' Identification Credential, a federally mandated ID card that will affect port workers, shipping companies and truck drivers.

Moreover, the report said that all of these matters too often were considered separately rather than as a whole.

Eduardo Martinez, one of the report's principle authors, said that "people realize the capacity here is limited. So, 2007 and 2008 are really big years for determining what we do about it."

One who wasn't holding his breath was Noel Park, who served on former L.A. Mayor James K. Hahn's "No Net Increase" in port pollution task force and has long championed the fight against the port's "diesel death zone."

"It's all talk," Park said. "They take token nibbles around the edges and they keep right on going. They are killing hundreds of people a year" with the current levels of pollution. - Ron D. White, The Los Angeles Times

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DISABLED WOMAN AND AMTRAK REACH SETTLEMENT

GRAND FORKS, ND -- Amtrak has agreed to post signs at its station here welcoming people with disabilities, under a settlement reached with a disabled woman.

Debra Ericson, 52, of Grand Forks, sued Amtrak in 2005, alleging the company violated the federal Americans With Disabilities Act by not providing special assistance to disabled passengers.

Ericson, who suffers from a neurological disease, said she took a train trip in 2003 from Grand Forks to Williston, but Amtrak workers balked at helping her.

"Now, Amtrak will put up a sign at the Grand Forks Amtrak Station saying that Amtrak welcomes people with disabilities and will assist them with handling their luggage at the station upon request," Amtrak spokesman Cliff Black said.

In addition to the signs, Ericson was awarded an undisclosed amount of money in the settlement reached with Amtrak last month.

"It sounds like a small thing, but this means really a lot to the people who need this kind of assistance and don't know whether that is available or not," said Faye Gibbens, North Dakota Association for the Disabled spokeswoman. "Amtrak is doing the right thing."

The Federal Railroad Administration reached a compliance agreement with Amtrak in 2005, after Ericson filed her lawsuit. Under the agreement, Amtrak promised to provide additional training courses for employees on how to assist people with disabilities.

Ericson said she wasn't satisfied with an agreement that people can't see, and insisted on the signs.

The signs are set up at the station's platform and depot. Ericson said she saw one of the signs recently.

"It was a beautiful sign," she said. - The Associated Press, The Bismarck Tribune

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STREATOR MUSEUM ON TRACK TO PURCHASE TRAIN DEPOT

STREATOR, IL -- Streator may be home to a second museum if a proposal to buy the old Santa Fe train depot leaves the station.

The City Council has authorized an initial offer to purchase the historic building from the BNSF Railway Company. The proposal will be forwarded to the train company this week, City Manager Paul Nicholson told The Times. The offer amount was not made public because of the ongoing nature of negotiations for the building, but it takes into account costs to stabilize the structure, he said.

The railroad company uses only the concrete addition to the north side of the building to store maintenance equipment. The city's offer allows for the railroad company to lease that portion of the building until it no longer has a need for it, Nicholson said.

The city has been interested in purchasing the old train depot since the 1980s, with the idea being shelved when Nicholson's first tenure as city manager ended in 2003. City officials believe they have a better chance at purchasing the land now as the logistics for train companies continue to change.

If the old train depot is purchased, it will be renovated in a manner suitable for inclusion on the National Register of Historic Places, Nicholson said. The building would be used for nonrevenue purposes, likely as a museum and possibly doubling as a new home for the Streator Tourism Council, he said.

The Streator Tourism Council currently is headquartered in an office at Town and Country Inn.

Outgoing City Councilwoman Siobhan Elias, known for her interest in historical buildings, hopes the city is successful in its bid for the depot.

"I think it will be a great asset to the city if this happens," Elias said.

A museum at the site would reflect the history of Streator's ties to the railroad industry. As late as the 1930s, Streator had five rail lines passing through town, said Pat Breen of the Streatorland Historical Society.

The Streatorland Historical Society has many local railroad artifacts in the caboose behind its main building, but Breen welcomed the news of a potential museum dedicated to Streator's railroad legacy.

"It would be great as a museum," Breen said. "I'm sure there are some things we could give them -- copies of pictures and a lot of information."

Helen Knoedler-Sand also likes the idea. She spearheaded the Streator Women's Club project that resulted in the Canteen monument next to the old train depot.

The Streator Parents Club Free Canteen operated out of the railroad station, serving coffee, sandwiches, cookies and fruit to more than 1.5 million soldiers who briefly stopped at the Santa Fe depot while coming through town on troop trains during World War II.

"I think it would be great," Knoedler-Sand said. "It sounds like that needs to be done, because that's where the Canteen was." - Craig Wieczorkiewicz, MyWebTimes.com

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ROSEPINE MAN ARRESTED NEAR AREA TRAIN TRACKS

DERIDDER, LA -- A 29-year-old Rosepine, Louisiana man is arrested by DeRidder Police for disturbing the peace after a passing train crew spots him laying the grass approximately 100 feet from a wrecked vehicle.

On April 14, at approximately 22:53 hours DeRidder officers Lt. Harlan Bailey and Ptn. John Davidson observed a vehicle in a ditch on Ampacet Road with heavy damage in what appeared to be a single vehicle accident.

Officers learned from a passing train crew that there was a subject, later identified as Kevin White, 29, of Rosepine, laying in the grass area approximately 100 feet from the vehicle when officers found him.

White appeared to be intoxicated and was arrested for disturbing the peace and booked into the Beauregard Parish Jail. Assisting officer was Ptn. James Fritze.

On April 13, at approximately 09:49 hours, the Kansas City Southern Railway notified DeRidder Police that they would make a stop in front of the DeRidder Police Department in reference to four or five subjects jumping on rail cars.

Ptn. Jonathan Davis, Ptn. Jacob Pearson, Lt. John Gott and Sgt. Richard Muro found Jairon David Lara Leon, 18, of San Marcos, Honduras, Dario Valiente Garcia, 20, of Guatemala, Carlo Antonio Alvarado, 24, of Honduras, Gilberto Garsia Perea, 20, of Guatemala and Oscar Melvin Leon de Jesus, 19, of Honduras.

They were brought to the DeRidder Police Department and arrested for criminal trespassing and were placed on a hold for the border patrol. - The DeRidder Beauregard Daily News

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RAILROAD TO MEET WITH LOCALS

TALKEETNA, AK -- As the Alaska Railroad prepares to meet the public Monday over plans to start busing tourists through a quiet rural neighborhood, its spokesman confirmed to the local Chamber of Commerce that the half-mile-long siding at rail Milepost 223 is of vital importance in solving scheduling problems on the busy stretch of mostly one-track line.

The letter also assured business owners that the flow of tourists will not diminish - Princess Tours will offer direct busing from the stop at the end of East Woodpecker Avenue to the usual downtown tourist drop-off near Main Street. The railroad asked for support for its plans in the face of growing ridership.

“Like you, the Alaska Railroad wants to provide the best Alaskan experience to guests and residents alike,” railroad External Affairs Manager Tim Thompson said in a letter to chamber secretary Melody Blackledge dated Friday.

“We will continue to do what we can to promote Alaska Railroad Corporation tourism in Alaska and in Talkeetna. In turn, we ask the public to recognize that with growth comes change. One such change is the use of our siding at Milepost 223, which is necessary to reduce congestion and thereby better serve our customers,” Thompson wrote.

“By using railroad land at Milepost 223 for loading and unloading the charter trains, we expect to alleviate pressure on the main Talkeetna Depot and allow all passengers to arrive and depart as scheduled.”

Chamber of Commerce President Suzy Kellard said she's hoping for the best, which would mean the railroad is telling the whole truth, tourism won't be affected, and crowding will be eased at the railroad station.

“I think they gave us some answers,” she said.

Not yet answered is what, if anything, can or will be done to cut down on dust from the 10 buses per day that will travel up and down East Woodpecker on Mondays and Saturdays, and the eight buses that will come and go every other Wednesday. Residents of the unpaved road fear huge impacts from the buses as well as support vehicles from Princess and the railroad.

Bill Stearns, of D&S Road Services, told the crowd at an informal meeting on the issue last month that an application of a dust-limiting chemical must be done in the next few weeks if that's the chosen option. The cost of the chemical and the manpower needed to do the job is about $5,000.

The old road was one mile long. It got a little longer just over a week ago when heavy equipment eliminated a swath of trees and a grader leveled the soil to create an extended roadbed to reach the siding.

Chuck Braun, manager of the Mat-Su Borough's Operations and Maintenance Division, said there has been no commitment yet by the railroad or the borough to put down a 100 percent solution of calcium carbonate on East Woodpecker. The chemical is a great road-sealer, he said, and helps with road maintenance.

Everybody wants it on their road, he said.

“We use it on roads all over the borough. It's poor man's pavement.”

According to Wikipedia, the free online and viewer-written encyclopedia, calcium carbonate is the main ingredient in seashells and is 95 percent of what makes up egg shells. It is the active ingredient in agricultural lime and is found in such substances as chalk and travertine. It is not water soluble and is a primary cause for so-called “hard water.” Pharmaceutical grade calcium carbonate is often made in labs and used in antacids.

The town council and chamber will host a meeting Monday at 18:00 hours in Talkeetna Elementary School, where railroad CEO Pat Gamble will discuss the situation with concerned residents and business owners. - John R. Moses, The Mat-Su Valley Frontiersman

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DEPUTY TRADES BADGE FOR CONDUCTOR CAP

NORTH PLATTE, NE -- Although Stan McKnight retired Monday, the next pages in his life’s book are just beginning to be written.

McKnight, a Lincoln County Sheriff’s Deputy, was awarded a plaque from both the LCSO and the Lincoln County Commissioners during a brief ceremony at the Lincoln County Courthouse Monday.

The highest honor for McKnight left him a little teary-eyed, and his eldest daughter struggling to maintain her composure.

Shelly Cross read a statement written by McKnight’s other daughter, Sonya Deines, who could not attend the event.

Cross recalled McKnight’s 39 years of law-enforcement service that included not only in various sheriff’s departments, but also Nebraska community police departments.

McKnight served as the deputy sheriff in Wallace, where the family lives, and Cross said his children were always proud of him, despite the unpopularity of being the child of a sheriff’s deputy.

Cross said, “The fact remains that as a respectable man and officer, he still had to do his job whether or not it made others mad at him. The law is the law.”

Doing his job put him in harm’s way, and in 2000, McKnight was injured during a high-speed pursuit, along with a Nebraska State Patrol Trooper.

McKnight had been shot in the left hand and had been injured by flying glass when the suspect, Charles Lannis Moses Jr., fired shots through the windshield.

Moses was sentenced to 190 years in the Nebraska state penitentiary for the murder of Paxton farmer Robert Sedlacek and the shootings of LCSO Deputy Stan McKnight and Nebraska State Patrol Trooper Jeff Crymble in February 2000.

McKnight said Monday that a bullet jacket ripped into the left side of his head, towards his jaw, and he couldn’t talk because of the blood in his mouth.

“I picked up some paper napkins and shoved them in my mouth, just so I could speak on the radio,” he said.

Cross described McKnight’s return to the family -- surgeries, doctor’s appointments, physical therapy -- as extremely long and painful, but he persevered.

Returning to the force, McKnight was forced to drive the vehicle he had been driving, complete with the gunshot holes and blood on the seats.

“How he did it we will never know,” Cross said. “He is a much stronger man than what we would have ever expected or even wanted him to be, but he rendered on.”

McKnight said his retirement is just a change in chapters of his book.

This month, McKnight trades in his sheriff’s hat for a train conductor’s cap.

The McKnights will be moving to Wyoming to work for Union Pacific Railroad, along with the newest member of the family, a dachshund puppy. - Teresa Wickens, The North Platte Telegraph

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FREIGHT TRAIN ADVERTISING STEAMS INTO 45 STATES

Photo here:

[www.mediabuyerplanner.com]

An old form of outdoor marketing is being revived that will offer more than 6 million square feet of new outdoor ad space. Freight Train Media offers ads on trains and soon will have 30,000 rail cars available for advertising.

The Florida Marlins was the pilot advertiser for the rolling billboards, according to the company. The Marlins' campaign, in combination with an Operation Lifesaver Inc. rail grade crossing safety message, ran on the Florida East Coast Railway between Miami and Jacksonville for two months. Creative was about 7 feet high by 13 feet long.

The rail car program offers coverage in 45 states. - MediaBuyerPlanner.com

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NORFOLK SOUTHERN SAYS CLEANUP TOPS $2 MILLION

GARDEAU, PA -- Norfolk Southern Corp. has spent more than $2 million to clean up a pristine trout stream and surrounding areas polluted when a train derailed and spilled 42,000 gallons of lye.

In a report filed Monday with the state Department of Environmental Protection, the company said it has replaced polluted soil with clean material and top soil, stabilized and restored stream banks, and installed equipment to measure groundwater pollution.

"Since the derailment occurred, we have been working very hard to help streams in the affected area return to normal as quickly as possible. We will continue these efforts until our cleanup work is completed," Chuck Wehrmeister, the railroad's chief environmental officer, said in a statement.

The June 30 derailment near the village of Gardeau, in rural north-central Pennsylvania, killed fish in Big Fill Run and Sinnemahoning-Portage Creek, which is designated a creek of exceptional value by state wildlife officials. Effects of the spill were felt as many as 30 miles downstream, officials said.

The railroad has appealed $8.89 million in fines the DEP is seeking.

Norfolk Southern has administered tests that it says show the creeks can again support aquatic life. The Pennsylvania Fish and Boat Commission stocked both streams before trout season began earlier this month.

Officials with fish commission did not immediately return calls for comment. DEP spokeswoman Freda Tarbell said the agency has yet to review the filing.

"Norfolk Southern has been meeting its cleanup deadlines," Tarbell said, noting some aspects of the cleanup were delayed by winter weather. The proposed fines remain in litigation, she said.
The railroad plans to help pay for future fish stockings in McKean and Cameron counties and is waiting for permits to restore Big Fill Hollow and replant some nearby wetlands.

The train's engineer, Michael Seifert, 45, of Buffalo, NY has been ordered to stand trial on charges of causing or risking a catastrophe and reckless endangerment. Seifert was fired last year after investigators determined the train was traveling 77 mph in a 15 mph zone when it jumped the tracks.

At a preliminary hearing, Seifert's attorney suggested the train's conductor was to blame because he did not use an emergency brake when the train sped down the hill. Prosecutors have said Seifert was under the influence of drugs and may have fallen asleep as the train began to speed down a steep grade. - The Associated Press, Forbes

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CN PRESENTS SAFE HANDLING AWARDS TO SHIPPERS

MONTREAL, QC -- The Canadian National Railway Tuesday announced the winners of its Safe Handling Awards for 2006. These awards are among the most coveted and respected in the industry. In all, 93 companies received these awards.

Launched in 1992, this year marks the 15th consecutive year that CN’s Safe Handling Awards are presented to customers that load cars with dangerous goods and meet strict standards for the safe handling and shipment of regulated products. The winners must meet established criteria, according to the total number of shipments of dangerous goods for all facilities.

“The Safe Handling Awards reward customers for handling dangerous goods carefully and judiciously, and for respecting high standards,” explained Jerry Boland, vice-president, Sales, Industrial Products. “Safety is of utmost importance for us, our customers, and the communities we live and work in. CN’s Safe Handling Award winners not only strive to meet the day-to-day challenges of maintaining a safe operation, but place safety at the heart of how they do business. They deserve our recognition and appreciation.”

The Safe Handling Awards program is part of a series of initiatives aimed at making CN the safest railway in North America.

“The Responsible Care® program, an integral facet of the Safe Handling Awards, represents a long-term commitment by CN to consistently improve the safety of its operations. Responsible Care® principles are applied to all of CN’s activities, while protecting the environment for the communities it serves,” said John Dalzell, vice-president, Risk Management.

“From an Operations perspective, the Safe Handling Awards demonstrate the dedication and cooperation between CN and its Dangerous Goods shippers on safe handling procedures,” adds Tom Thompson, assistant vice-president, Operations. “In order to ensure the effective and safe transportation of these goods, proper and secure loading, together in partnership we must consider complete and correct documentation, trustworthy equipment, track structure integrity and on-time pickup and delivery. The safe handling of these goods translates into success for all." - Annick Robinson, CN News Release

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TRANSIT NEWS

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BALLARD LIGHT RAIL STUDY INCLUDED IN BOND ISSUE

BALLARD, WA -- Studies to determine the feasibility of bringing light rail to West Seattle and Ballard will be included in the "Roads and Transit" plan that will be put to voters in the autumn.

The Sound Transit board of directors accepted the study proposals and made them part of a whole package of transportation projects the agency will ask voters to approve next fall. It's called the Roads and Transit.

One possible light rail extension to be studied would run from downtown Seattle to West Seattle, Burien and Renton.

Another light-rail line could be built to connect Ballard to the University District as well as downtown Seattle.

Other extensions to be studied include Bellevue to Issaquah; University of Washington to Redmond via Highway 520, and north to Everett.

Sound Transit is now building about 19 miles of light rail line connecting downtown Seattle to Sea-Tac Airport.

If approved by voters next fall, the Roads and Transit proposal would add another 50 miles of new track to the Link light rail system. None of those extensions would come to West Seattle or Ballard in this second phase of system development. There would only be money for feasibility studies for the west side of Seattle.

The proposal would include a new streetcar line connecting downtown Seattle to the International District, First Hill and Capitol Hill.

There also would be money to invest in parking and other enhancements on Sound Transit regional express bus routes and at Sounder commuter rail stations.

The list of projects to be included in the next stage of transit investments was approved unanimously by the Sound Transit board of directors April 26.

The feasibility studies and expansion projects would be paid for by a regional sales tax increase of 5 cents on a $10 purchase. - The Ballard News-Tribune

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ARE WE READY FOR LIGHT RAIL?

Photo here:

[www.themonitor.com]

Caption reads: A DART light rail train leaves the downtown Plano station on Nov. 5, 2005. Downtown Plano has boomed since DART was introduced. (The Dallas Morning News)

McALLEN, TX -- With traffic congestion on the Rio Grande Valley’s major roadways expected to dramatically increase in the years to come, state and county officials are promoting a light rail network between Brownsville and McAllen as a possible solution.

While the details are still up in the air, a bill scheduled for debate in the state Legislature would authorize all 14 counties along the Texas-Mexico border to perform a feasibility study and determine whether a commuter rail system akin to the DART system in Dallas and the Metro system in Houston would be suitable to the Valley. Infrastructure and residents’ transportation needs and habits would be part of the study.

Pushed by state Rep. Armando “Mando” Martinez, D-Weslaco, the bill already has the support of Hidalgo County commissioners, who approved a resolution supporting the light rail in March.

“The traffic by no doubt is going to get worse,” said Hidalgo County Judge J.D. Salinas.

“Do we sit around and wait for the problem to happen, or do we to try to solve the problem and take control of our own destiny?”

While generating enthusiasm among politicians, local transit officials are skeptical a light rail in the Rio Grande Valley would work.

“We’re $1.4 billion short to meet existing needs,” said Andrew Cannon, transportation director of the Hidalgo County Metropolitan Planning Organization.

“I don’t think light rail’s a bad idea, but it’s going to be difficult to pull off because we don’t have the core business districts like other areas. Everything’s spread out.”

Not enough money

Light rail runs about $30 million a mile, far beyond the financial capabilities of a county government. Traditionally, 80 percent of light rail projects are picked up by federal grants from agencies like the Federal Transit Administration and the Congestion Mitigation and Air Quality program. But those revenue streams are tougher to come by.

Currently, 37 U.S. cities are actively trying to bring a light rail to their area, and every one of them is competing for funding that has not kept up with the rising cost of construction, said Roy Gilyard, executive director of the El Paso Metropolitan Planning Organization.

That city has been working on a light rail system running across the Rio Grande into Ciudad Juarez since 1999. Short on money, the city is now developing an express bus service, which they hope will generate greater interest in mass transit.

“Right now, our biggest problem is finding financing,” Gilyard said. “With inflation and everything else, there’s just not enough money out there.”

Conquering perception

But perhaps the more fundamental concern locally is whether residents would even use a mass transit system.

Salinas and Martinez envision trains running east to west through the Valley’s major cities, setting the foundation of a larger mass transit system. Combined with an expanded bus system, a person could board a train in Brownsville, get off in McAllen and ride a bus to the hospital, the mall or most any point of interest.

But how many people actually want such a service?

The MET, McAllen’s public bus system, only serves an annual ridership of 360,000. That is largely made up of senior citizens and the indigent — people without the means to get around any other way — said Liz Suarez, McAllen Transit Director.

MET’s limited schedule, combined with the fact that up until recently you couldn’t travel by bus to neighboring cities, makes it an unattractive to commuters.

But more difficult to overcome, Suarez said, is the area’s ingrained prejudice to mass transit.

“It’s a question of perception, and the perception is the bus is for poor people,” she said.

“(Light rail) has been a point of discussion. You can’t go to Dallas and not be envious, and many times we’re like, ‘how do we make this happen down here?’ I just don’t know if we’re there yet.”

Whether the Valley is ready for mass transit is a question for future feasibility studies, the first step if the state Legislature were to give Hidalgo County approval to move ahead.

But for Martinez, the money, the potential lack of interest, these are simply obstacles to overcome.

“There’s always going to be some sort of barrier,” he said. “But with everyone working together we can progress.” - James Osborne, The McAllen Monitor

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TROLLEY PROPOSAL DESERVES THOUGHT

MADISON, WI -- By now, most people in Madison have probably learned of the possibility that their fair city might someday become home to a brand new trolley system. The potential plan -- a pet project of Mayor Dave Cieslewicz -- has already been the focus of a $300,000 streetcar feasibility study, a fierce City Council debate and even a mayoral election.

Despite all the hype, however, the tracks leading to an implementation of this idea have hardly been laid.

Last week, Mayor Dave and Dane County Executive Kathleen Falk got into a well-publicized scuffle concerning the matter of streetcars in Madison. Championing an enterprise entitled Transport 2020 -- essentially a blueprint for the establishment of commuter rail in Madison -- Falk sought to collaborate with Cieslewicz to form the city-county consensus necessary to appeal for federal funding of a lightrail project. The mayor, although supportive of commuter rail on the isthmus, made clear that he is reluctant to submit a funding proposition to Washington until the streetcar feasibility study has been completed -- something that might take months. According to Falk, postponing the funding proposal to incorporate a hastily conceived trolley initiative might not only kill the idea of Madison trolleys for good, but could also hinder the chances of federal funding for light rail.

Naturally, there has been something of a backlash against Mayor Dave for what is widely perceived as a stubborn resistance against rationality based on his own impractical and ideological dream of the Madison trolley. And in this instance, naysayers may be justified in their opposition to the mayor’s arguably exorbitant proposal. In principle, however, this issue transcends the simple matter of streetcars.

Today, Madison finds itself at the crossroads of its own identity. Long known as a gem among cities -- a unique metropolis made great because of its self-exemption from the typical rules of common sense -- Madison today must seriously consider its own future.

Until now, commodities that elsewhere might be considered frivolous have defined the city of Madison. The huge swaths of land designated for public parks and paths in this city might well be private property by now, had Madison’s governing attitude been one of common sense. It is doubtful that the state Capitol was built in the spirit of simple practicality. And even the decision of where to establish Madison -- on an originally marshy and inconveniently located isthmus -- was imprudent.

Obviously, it would be unfortunate for the city of Madison to completely lose touch with reality, sacrificing all that is rational in pursuit of each and every whim that surfaces. At the same time, however, Madison would not be Madison were it to lose the occasional tendency toward curiosity and impracticality that has come to characterize it. This city cannot afford to surrender itself to the boring rationality that defines the decision-making processes of so many others. Rather, a balance must be struck between the artist and the accountant.

Certainly, the issue of the Madison trolley must be carefully scrutinized and debated before any further measures are taken in its implementation. And, if indeed the idea appears to be as undesirable as its detractors would argue it is, it should not be implemented at all.

But city residents must be careful in the future to consider ideas like the trolley from a different perspective. It is imperative that we cease deciding an idea’s merit based solely on the logic of number crunching.

Even if the trolley ultimately proves to be an unworthy undertaking, we must remember that Madison was not built on common sense -- it was built on ideas. - Rob Rossmeissl, The Badger Herald (Rob Rossmeissl is a University of Wisconsin senior majoring in journalism and political science)

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THE END