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Railroad Newsline for Friday, 12/08/06
Author: Larry W. Grant
Date: 12-08-2006 - 00:54
Railroad Newsline for Friday, December 08, 2006
Compiled by Larry W. Grant
In Memory of Rob Carlson, 1952 – 2006
RAIL NEWS
A BELL TOLLS ONCE AGAIN AFTER CHURCH BURGLARY; UNION PACIFIC DONATES NEW BELL
Two rusty bolts were all that was left of a 300 pound cast iron bell after thieves stole it from the spot it hung for 60 years at the Retta Baptist Church.
"We were pretty sad that someone would steal a bell over a holiday like Thanksgiving, and around the Christmas holiday from a church," said Bob Meade, a church member. "...That's pretty low."
However, one company decided to bring the sound of the bell back.
"It was sorry for somebody to do what they did," said Don Ellison, Union Pacific Railroad.
So, instead of waiting for the bell to be returned, Ellison took measurements for a new bell to take its place.
"I thought this is something that we could possibly help this church out, because originally the bell came from T & P," he said.
T & P stands for the Texas Pacific Railroad, which is now owned by the company replacing the original steam engine bell, Union Pacific Railroad. The company donated the original bell decades ago, and is now replacing it with a diesel bell.
"There's some things you think need to be done," Ellison said.
Meade was pleasantly surprised to here of the donation.
"That's a real pretty bell," he said. "Ours was old and well used by the weather. [This] is nice and shinny and beautiful. It's a great replacement."
Photo here:
[www.kvue.com]
'
Jim Wicker, pastor of Retta Baptist Church said the return of the bell is a symbol.
"Of course it's just an object," he said. "It's just a thing, and what's important is what it represents and that is making a joyful noise unto the Lord."
So, the bell tolls once again. - Darla Miles, WFAA-ABC8, Dallas, TX
MONTHLY AAR FREIGHT TRAFFIC HAS MIXED RESULTS
WASHINGTON, DC -- Unlike October, when both rail intermodal and carload volumes saw year-over-year increases, freight traffic on United States railroads in November was a mixed bag, as intermodal volume increased and carload freight declined, according to data released by the Association of American Railroads (AAR) Thursday.
United States railroads originated 1,622,455 carloads of freight in November, which was down 0.9 percent -- or 15.255 carloads --from November 2005. Intermodal volume at 1,182,424 units was up 0.7 percent -- or 7,648 trailers or containers -- compared to November 2005. Despite the limited fluctuation in monthly freight movements compared to last year, the railroad industry continues to have a record year.
AAR director of editorial services Tom White told Logistics Management that these figures reflect certain sectors where the U.S. economy has slowed, such as the housing and automotive industries.
"These numbers more than anything confirm slowdowns in specific markets more than anything else," said White. "Right now, we are still running at a record level, but there has been some slowing down since mid-year or a little bit after."
Seven of the 19 commodities tracked by the AAR had carload increases compared to November 2005. Coal was up 4.0 percent or 27,151 carloads, and grain was up 3.2 percent or 3,943 carloads.
Lumber and wood products, which continue to be affected by a slow housing market, were down 25.3 percent or 7,042 carloads, and motor vehicles and equipment were down 6.2 percent or 66,452 carloads.
Through the first eleven months of 2006, total U.S. carloads were up 1.2 percent or 184,844 carloads for a total of 16,113,749 carloads. U.S. intermodal traffic, which is comprised of trailers and containers on flat cars (and not included in carload figures) was up 5.3 percent or 572,500 trailers or containers. Total volume through November was estimated by the AAR to be 1.61 trillion ton-miles, which is up 2.7 percent from last year's pace. - Jeff Berman, Senior Editor, Logistics Management
TRAIN DERAILMNENT ON PORTLAND'S STEEL BRIDGE BLOCKS NAITO PARKWAY AT RUSH HOUR
PORTLAND, OR -- Two Union-Pacific flat bed freight trains derailed Thursday morning on the lower deck of the Steel Bridge in downtown Portland, Oregon.
No injuries were reported.
Union-Pacific officials say it happened about 04:45 a.m. The train left Los Angeles was bound for Portland.
Cars and light rail trains could still travel on the upper decks of the bi-level Steel Bridge, but busy Naito Parkway was closed in both directions at the peak of rush hour as crews worked to get the two cars back on the tracks.
Officials say it would be best to call Union Station in Portland to ensure passenger services are running or if there are delays. - The Associated Press, KATU-TV2, Portland, OR, courtesy Coleman Randall, Jr
RAILROADS CAN'T MAINTAIN PACE OF COAL DEMAND
Related photos from the Associated Press can be found at the following links:
[www.billingsgazette.net]
[www.billingsgazette.net]
[www.billingsgazette.net]
GILLETTE, WY -- The nation's two largest railroads have hauled record amounts of coal away from the mines in northeast Wyoming and southeast Montana this year, but the Union Pacific Railroad and the BNSF Railway Company still struggle to keep up with utility demand and existing contracts.
If utilities run low on coal during the high demand of winter, they might be forced to buy fuel on the open market at higher prices that could be passed on to customers, said Jim Owen, with the utility trade group Edison Electric Institute.
"It's been a fairly contentious issue in the last 18 months," said Owen, whose group represents nearly three-quarters of all U.S. utilities.
The problems began in May 2005 when two derailments on the main line leading out of the Powder River Basin revealed that accumulated coal dust in the rail bed made the line unstable. Repairs disrupted traffic and slowed deliveries for months.
Then, last winter, some utilities worried about depleting their on-site stockpiles. One, Entergy of Arkansas, in April sued Union Pacific over the delivery problems. Entergy says it lost "tens of millions of dollars," and its lawsuit is pending in Pulaski County (Ark.) Circuit Court.
"Utilities have made no secret of the fact that deliveries have been a problem," Owen said.
Some utilities last winter even imported coal from overseas to help make up for the delivery problems in Wyoming. The U.S. Energy Information Administration said 30.5 million tons of coal was imported in 2005, an 11.7 percent increase over the previous year.
The delivery problems, spot market purchases and imports cost the utilities - "and ultimately their customers" - more money, Owen said.
The problems have eased somewhat this year, but Owen said utilities were still not getting all the coal they want and contracted to receive. A mild winter year could ease concerns, he said.
The continuing railroad delivery problems aren't the whole story because utilities across the country are burning more coal.
Last year, coal consumption nationwide increased 1.9 percent, to 1,128.3 million tons, according to a report from the U.S. Energy Information Administration.
Wyoming produced 406.4 million tons of that to remain the leading coal-producing state in the nation, and Montana's mines contributed 40.4 million tons.
Those numbers are likely to be up again this year. The BNSF Railway Company and The Union Pacific Railroad said this week that they loaded a record average of 67.1 coal trains per day last month on the 102 miles of rail coming out of the southern Powder River Basin they own jointly. The previous record of 66.5 trains per day was set in June.
Union Pacific also said its tonnage per train was increasing.
More than 350 million tons of coal will be carried across the joint Powder River line this year, Omaha, Nebraska-based Union Pacific said. That's up from about 325 million tons last year, and the railroads predict a similar jump in 2007.
Besides the jointly owned line on the south end of the basin, BNSF has another line that enters from the north. Officials at the Fort Worth, Texas, railroad have said that BNSF is hauling about 10 percent more coal systemwide this year.
Track capacity on BNSF and Union Pacific's networks is the main obstacle to delivering more coal, but mines and utilities also play a role because the pickup and delivery track setup affects how quickly trains can be loaded or unloaded.
"This is very much a team sport to get this much coal moved," BNSF spokesman Pat Hiatte said.
Railroad officials say they are trying to meet the rising demand.
In most places, railroads are reluctant to invest too much money in track too soon because the companies want to preserve profits and avoid overbuilding, but the record demand for coal has made Union Pacific and Burlington Northern confident of profits in the basin service. The railroads announced plans earlier this year to invest $100 million in the line they share.
"This is probably about the only place in America where we're putting in track about as fast as we can build it," said Jim Steamer, who runs Union Pacific's rail yard in Bill, Wyo.
At the Jacob's Ranch mine south of Gillette, parent company Rio Tinto recently completed a $4.5 million investment in railroad tracks to create more room for empty and loaded trains to wait. Now the mine can hold as many as eight trains, each of which has more than 100 cars.
Industry analyst Donald Broughton of A.G. Edwards & Sons said railroads shouldn't take all the blame for the coal capacity problems because the facilities at the mines and utilities are part of the issue.
Everyone would benefit from higher capacity, he said. It's just a matter of determining who will pay for all the improvements.
"The finger-pointing and crying about who needs to do more is just good old-fashioned negotiating, in my mind," Broughton said. - The Associated Press, The Billings Gazette
LINGERING DROUGHT SEEN AS THREAT TO BARGES
JEFFERSON CITY, MO -- Missouri River barge traffic that has been slowly dissipating over the past decade could disappear completely during the 2008 season.
If the prolonged drought that has plagued western states persists, the 2008 navigation season could be canceled, according to the Missouri Department of Natural Resources.
"If the drought continues, as projections are right now -- depending on how severe the drought is -- in 2008 the reservoirs could get to a point where we wouldn't have any navigation support at all," said Mike Wells, DNR deputy director and chief of water resources. "Rather than just shortening it, they wouldn't even try to have a navigation season in order to conserve water."
For the Missouri River to permit barge and tow traffic, the water levels must be able to support a 7 foot 6 inch barge depth in order for carriers to pass down the waterways undamaged. When levels sink too low to support river traffic, the U.S. Army Corps of Engineers releases water to increase river depth. There are six reservoirs operated by the Corps that affect the Missouri River.
"The system is intended to meet downstream needs during a drought season," said Larry Murphy, reservoir regulation team leader for the Corps. "However, the problem is that after seven years of compensating for drought levels, the reservoirs levels are continuing to deplete."
The six reservoirs that the Corps regulates are Fort Peck, Oahe, Garrison, Big Bend, Fort Randall and Gavins Point. They stretch from South Dakota to Montana to make up the largest reservoir system in the United States. Combined, the reservoirs have the ability to hold 70 million acre feet of water, regulated by the reservoir operating center in Omaha, Nebraska.
On March 15 every year, the Corps assesses whether reservoir levels will support the upcoming season. On July 1, they decide whether they will shorten the navigation season, which they have done for the past four years. If the combined levels of the six reservoirs dip below 31 million acre feet on March 15, the Corps will not commit themselves to the upcoming season, Murphy said.
While terminal managers blame the lack of traffic on drought conditions, Chad Smith, director of the Nebraska Field Office for American Rivers, a nonprofit organization dedicated to protecting North American rivers, said that the drought only exacerbates a problem that has always existed.
"(Barge traffic) has been dissipating since it started on the Missouri River," Smith said. "It has never lived up to its promised potential."
Regardless of the cause of the decrease, a complete end to navigation would have economic implications for terminal operators.
Moving product by barge is the cheapest form of transfer, said Sherrie Martin, waterways program manager for the Missouri Department of Transportation. When navigation on the Missouri River is not an option, terminals must resort to more expensive means.
"With a six barge tow, we can bring in 300 truck loads," said Bob Cox, supervisor for the Jefferson City River Terminal. "This reduces the cost of fuel and labor. When we have to do this by truck, you have to take that many more trips and it is more expensive."
The Jefferson City terminal transfers bulk cement. On average, a fleet of more than 50 trucks is needed to transfer one barge worth of his clients' material, Cox said.
If the navigation season is canceled in 2008, terminals such as the Jefferson City River Terminal will have to acquire more equipment and more labor, leading to greater expenses, Cox said.
The cost per mile to move one ton of material costs more than seven times the amount on a truck than on a barge. In terms of fuel consumption, it takes nine times as much fuel to transfer one ton of material, according to the U.S. Department of Transportation's Maritime Administration.
Missouri River barge traffic has not reached full functioning levels for years as terminals have gradually began switching to more reliable modes of transfer. Smith attributes this decrease to an evolving market, citing the drought as a contributing factor.
"Something like navigation on the Missouri -- the health of that industry is going to be driven by market forces and agriculture more than anything," Smith said.
Regardless, Smith said that navigation on the river will not disappear entirely as long as the Corps continues to lend support.
"As soon as the water comes back, you see some people who want to move a little cargo on the river," Smith said.
While the levels have dipped before, the Corps has never canceled a season entirely. However, Wells and Murphy said a cancellation of the 2008 season is a real threat.
A normal navigation season lasts from April 1 to Dec. 1, Wells said. The shortened season alone has had a significant impact on river terminals along the Missouri River. Cox said that the loss of two months of river traffic has already had an effect on his company.
"This year we have only been able to depend on our boat and barges six months which normally we can depend on our navigation for an eight month period," he said. "We're are not able to bring in as much product, of course.
"We are a barge, truck and rail terminal. If you eliminate one mode of transportation it impedes the volume of product you can move, and the options that you might have in terms of shopping rates" said Kevin Knepper, general manager of Big Soo Terminal. "It pretty much gives the railroad a monopoly."
But if Missouri River traffic is unsupported, the economic fallout would result would have no effect on the Corp's decision.
"It's part of our manual," Murphy said. "It is not something that we could just willy-nilly do. There are a lot of people who would not like that who are depending on the river for transportation. The point is, that was put in the manual as part of the water conservation, when it gets down below that then that helps you to recover the system back to a more normal range."
If the season is canceled, navigation would be permitted to recommence if the reservoirs are given ample time to recover. - Lucie Wolken, The Columbia Missourian
NEW RULE A WAY TO MUTE CHOO-CHOOS' WHOO-WHOOS
MILWAUKIE, OR -- OK, let me make this clear: I think the occasional train horn in the distance is just as romantic/iconic/evocative/whatever as the next person.
But the key words in that sentence are "occasional" -- as in once a week, maybe -- and "distance" -- as in, I don't know, North Dakota?
But as just about anyone who lives in or near Milwaukie can tell you, it's not even a little bit romantic to have the Ol' Cannonball roar blaring through your kitchen 31 times every day. Which is what we've got, along with a safety problem, a quality-of-life problem and a civic development problem.
The city of Milwaukie is neatly bisected by the main north/south line of the Union Pacific Railroad. All day and all night, 24-seven, 25 freight trains and six Amtrak passenger trains run on this line.
Within the city limits of Milwaukie, the tracks cross four streets. Each of these crossings, at Southeast Harrison and Oak streets, 37th Avenue and Harmony Road, are "at grade" (meaning no over- or underpass) and are uncontrolled (meaning that there aren't physical barriers that completely prevent motorists from entering the crossing when a train is approaching).
You might think common sense would prevent that, what with the horns and the flashing things and the gates and all. But studies show that several times each day people attempt to beat the trains across the intersections by driving around the gates. Which, of course, puts these folks in serious contention for the Darwin awards and results in an understandable fear factor on the part of the railroad -- freight trains are averaging 40 mph and passenger trains near 60 mph through these crossings.
Can you say "liability?" As recently as this autumn a woman was injured when a train hit her car in a Milwaukie crossing. Hence the safety problem.
The railroad responds by playing heavy metal on their locomotive horns. Federal law specifies the tune: two long blasts followed by one short and one long -- 15 or 20 seconds' worth. And the horns, not surprisingly, are designed to be loud, as much as 110 decibels, which is the same as laying your ear on a power saw ripping wood. Hearing loss due to sustained sound exposure begins at around 90 decibels. Train horns can be that loud several hundred feet from the tracks, and they can be heard for miles.
In slightly less technical terms, the horns are loud enough to rouse the residents of Milwaukie Pioneer Cemetery.
Federal regulations also require that train engineers sound their horns one-quarter mile in advance of each crossing. Given the close spacing of Milwaukie's four crossings, the horn noise is nearly continuous throughout the 2.4 miles of track within city limits.
Try to enjoy a summer evening on the deck or sleep with your windows open on a warm night? Better wear earplugs. Hence the quality-of-life problem.
Milwaukie has ambitious plans for revitalizing the downtown area, but who's going to buy all of those shiny new condos when the word gets around that every 45 minutes it will sound like the Midnight Special is coming right through your front door? Hence the civic development problem.
But there is a solution, and with your support it could happen relatively quickly.
In June 2005, new rules were established at the federal level for the creation of "quiet zones" by municipalities that are affected by train noise. The cities and towns that want to silence the train horns must mitigate crossings with what are described as Supplemental Safety Measures.
That's an oh-so-governmental way of saying that once the crossings are engineered with the proper combination of gates and median barriers that physically prevent people from entering the crossing, the trains no longer need to sound their horns. Blissful horn-free quiet abides.
Since the rules were put in place, hundreds of cities around the country are exploring the possibilities.
Like most good things, all it takes is money. Since the railroads helped write the rules, all it takes is our money, not any of the railroads'. In Milwaukie's case, a study commissioned by the city initially estimated the cost of mitigating all four crossings to create a quiet zone at $819,000 to $955,000. Hey, it could be worse: downtown San Diego is looking at $8 million.
Further exploration of various lower-cost options by Milwaukie's transportation liaison, Gavin Hales, has reduced that amount by nearly half, and ways of funding the quiet zone are being discussed by Mayor (Jim) Bernard and the City Council.
Are you with me? Could you use a lot less Chattanooga choo-choo "romance" at 3 every morning? Then I urge you to communicate your support for the quiet zone to Milwaukie City Hall!
The peace of mind you save may be your own, and I know it will be mine. - Todd Schwartz, The Portland Oregonian (Todd Schwartz is a writer whose grandfather worked for -- you guessed it -- the railroad.)
KC BECOMING TRANSPORTATION HUB
Kansas City already has a strong economic advantage as a transportation hub, and it's going to keep growing with three big intermodal projects in the works, experts said Wednesday.
An audience of real estate professionals hosted by Grubb & Ellis/The Winbury Group was briefed on the massive new intermodal center being developed by BNSF near Gardner, as well as Kansas City Southern's plan for a similar facility at the former Richards-Gebaur Memorial Airport and the city's push to attract development to Kansas City International Airport.
"Our opportunity for growth is tremendous," said Chris Gutierrez, president of Kansas City SmartPort Inc., who added Kansas City already leads the nation in railroad cargo tonnage and is second only to Chicago in total railroad car activity.
Gutierrez participated in a panel on local economic development along with Skip Kalb Jr., BNSF director of strategic development; Bill Duncan, president of the Kansas City Area Life Sciences Institute, and Bob Walker, director of communication for Bayer HealthCare's Animal Health Division.
Kalb said planning is well under way for the 1,300-acre intermodal facility his railroad is developing southwest of Gardner.
The intermodal operation where goods will be off-loaded from trains to trucks is anticipated to occupy about 300 acres. The remainder of the property is expected to be developed with 12 million square feet of warehouses and distribution buildings.
Intermodal development is the fastest growing segment of the railroad business, he noted.
Texas-based BNSF has hired 18,000 workers over the past five years and is planning five intermodal centers around the country, with Gardner the furthest along.
When completed, BNSF plans to close its intermodal operation at the Argentine rail yard in Kansas City, Kansas. Rail operations will continue there.
The new facility near Gardner is expected to create 13,000 jobs when the distribution facilities are fully built out. The Allen Group of San Diego has been hired by BNSF to oversee development of the warehouse facilities.
"It's a major impact, not just for Kansas City but globally," Kalb said. "It will be one of the largest in the world."
The force driving the growth of intermodal is the huge amount of trade flowing into West Coast ports.
"It's all about China," Kalb said.
He added that companies are finding it more cost-effective - in part because of rising fuel prices - to ship goods by rail and then transport shorter distances by truck.
Similar activity is occurring at Richards-Gebaur, where Kansas City Southern is helping develop an intermodal center to offload Asian goods being shipped here via Mexico.
Gutierrez said Kansas City may soon be in a position to be at the center of an east-west railroad corridor operated by BNSF, and a north-south corridor being operated by Kansas City Southern.
In the meantime, the Kansas City Aviation Department has hired Trammell Crow to guide development of 640 acres of vacant airport property for use as distribution centers, and the department recently purchased the former Farmland Industries headquarters building to help economic development.
One aspect in which the city lags is providing enough warehouses and distribution space to accommodate its growing transportation industry.
"The big question is: 'Are we ready for Class A industrial speculative construction?' " Gutierrez asked.
A similar concern came up last summer when the Kansas City Area Development Council invited a national corporate site selection expert to town.
While praising the city's geographic advantages for Transportation-related investment, J.M. Mullis Inc. observed the vacancy rate for industrial space in Kansas City was tight, a detriment to attracting new businesses. - Kevin Collison, The Kansas City Star
PRESERVING THE RAILS: THE BLACK HILLS CENTRAL RAILROAD KEEPS THE STEAM ENGINE EXPERIENCE ALIVE
DEADWOOD, SD -- In the middle of the 20th century, railroads found stiff competition in the form of the automobile and freeways. Now, at the beginning of the 21st century, the last passenger railroad in the Black Hills has to contend with a new rival: video games.
"It's really hard to market in a world of Nintendos. Kids aren't always real interested," says Meg Warder, president and general manager of the Hill City-based Black Hills Central Railroad, commonly known as the 1880 Train. "Across the board, in tourism, marketing is a real nightmare, especially for young people. So we have to try different slants, like seeing the American West in two hours. With some other tourist trains, the trips are longer, sometimes four hours or better, and it's a harder sell. We've found that we have to be the ones to accommodate visitors."
It was the desire to cater to area visitors and to preserve steam locomotive culture that gave birth to the Black Hills Central Railroad in 1957. Two Chicago businessmen - William Heckman, a public relations guru, and Robert Freer, a locomotive engineer - began the project in the mid-1950s. Their industry connections and marketing ingenuity proved to be a successful combination. The railroad received national media attention even before the first train left the Hill City station, helping to make it an instant success. The 1880 Train has been serving passengers ever since, making it the oldest continually-operating tourist train in the nation.
Although the train became a favorite stop for regional visitors, by the late 1980s the railroad was in disarray. When Warder's parents bought the business in 1990, the future of the railroad seemed bleak.
"Basically, the engines weren't going to run through the next season until someone put money into them," she explains. "The first season we had to have a fleet of busses on call so they could go and pick people up when the train broke down, it was that bad."
Now, just a few months shy of its 50th anniversary, the Black Hills Central Railroad is a success once more. In fact, more than 100,000 people ride the 1880 Train between Hill City and Keystone each year, making it one of the most popular tourist trains in the country. Even Hollywood has given nods to the railroad, drafting its locomotives into service for television programs including Gunsmoke, General Hospital and, most recently, the Steven Spielberg epic miniseries Into the West. The producers of the 12-hour program opted to film the locomotive in New Mexico, which meant a long overland trip for a vintage engine and passenger car.
"We had one of our staffers there with them the whole time to take care of it and make decisions," Warder says. "We'd have to tell them things like, 'No, you can't run it 100 miles an hour.'"
The railroad's occasional encounters with fame don't interfere with its regular runs. But while the train's two-hour trip between the two former mining communities appeals to families on vacation eager to experience history and scenery, the railroad has been successfully attracting attention from railroad buffs and local residents with special events. In September the railroad held its second annual Wine Train Into the West, an autumn excursion featuring selections from the local Prairie Berry Winery, and this August will see a tribute to the popular children's character Thomas the Tank Engine.
"We're hoping to have over 20,000 people for the event, especially kids between two and five years old," Warder says.
To keep up with its growth, the attraction added another locomotive to its engine house last summer, bringing the railroad up to five engines (three steam engines and two diesels). Warder explains that the vintage equipment needs near-constant maintenance, which requires a crew of devoted mechanics - mechanics that don't exactly fit the stereotype.
"In the past year or so, we've hired on about five people in their late twenties and early thirties who have no railroad experience, but they're excellent mechanics and enthusiastic, very energetic," Warder says. "We feel like we have our own training program, a way to keep the legacy of steam engines alive, because the people who know a lot about that era, frankly, are dying off."
Warder largely credits her staff for the success of the 1880 Train, noting that over the years they've had to deal with forest fires, floods, washed out track and high-maintenance equipment.
"Guys will come into the shop starting at 3:30 in the morning, and they'll stay until after midnight, sometimes until 2:30," she says.
But not every challenge has to do with natural disasters or vintage locomotives.
"It's pretty much a guy's world," Warder explains. "It's very interesting being in your early thirties and female and being in the tourist train industry." - Dustin D. Floyd. Deadwood Magazine
TRAIN DERAILMENT CAUSES MINOR MINOT DELAYS
MINOT, ND -- An early morning train Minot-train derailment just north of Minot caused some minor delays for drivers on Thursday.
The incident with the BNSF Railway Company train was reported just after 06:30 Thursday morning.
Eight grain cars hopped off the tracks by Northern Livestock north of the State Fairgrounds none of the cars tipped and nothing was spilled from the cars.
The derailment did block the railroad crossing at 27th Street near Northern Livestock but officials had it cleared within an hour and traffic was back to normal.
No hazardous material was being transported on the cars that hopped of the tracks. - KXMA-CBSTV2, Dickinson, ND
LONGVIEW, TEXAS SANITATION TRUCK EATEN BY RAILROAD OVERPASS
A low-clearance railway bridge in Longview, Texas has claimed another victim, this time a Longview garbage truck.
Around noon Thursday, the truck slammed into the Green Street Railroad Overpass, which is clearly marked "10 foot clearance."
It took emergency vehicles around an hour to free the truck.
The driver and passenger walked away with minor injuries. - Bob Hallmark, KLTV-ABC7, Tyler/Longview/Jacksonville, TX
UNION PACIFIC TELLS CITIZENS NO MONEY HAS BEEN OFFERED TO CLOSE RAILROAD CROSSINGS
OGDEN, IA -- Union Pacific's liaison, Patrick Halsted, told approximately 30 attending the city council meeting Tuesday, Dec. 5, 2006, that rumors that UP has offered the city money to close a railroad crossing here "are not true."
Instead, Halsted commented, "Ogden is at a point to where it needs to assess needs long-range so far as the railroad is concerned. The time is right to discuss the issues."
He said Union Pacific would be open to future discussions on such items as an overpass, underpass and quiet zones, but pointed out that costs would be substantial to both the city and the railroad. He also indicated that federal regulations concerning quiet zones are numerous and specific.
No plans or estimates for any of those items have been presented.
Halsted said UP is interested in safety at railroad crossings, which could be accomplished by the consolidation of crossings, but several citizens present said doing that in the name of safety would be a "hard sell" because there have been very few accidents, if any, on crossings in Ogden for many years.
Citizens did point out that they have seen people cross illegally - with the bars down or red lights flashing.
Halsted said he is aware of that not only in Ogden, but elsewhere, and that youngsters cross the tracks in unsafe, unprotected areas, considered trespassing. Halsted said what UP would really like to see the City of Ogden do is to begin long-range planning as it involves the railroad, and to sit down with UP officials to help develop plans.
That type of planning could take years, officials indicated.
Some citizens said they wouldn't oppose closing a crossing if there was an overpass or underpass constructed, but that they do not want to see a viaduct similar to the one over the tracks on Highway 169 west of Ogden, built in the middle of town.
Meanwhile, Kit Huntley presented petitions bearing 125 names opposing the closing of a railroad crossing here. A week ago she presented petitions containing 249 signatures.
At the meeting's conclusion, a citizen asked "Does this mean that the city isn't going to close the NE 3rd crossing?"
Mayor Mark Trueblood responded, "Have we ever said we were going to close a crossing in Ogden?"
Halsted was asked if UP could close a crossing without the city council's approval.
He responded, "No." - The Ogden Reporter
AMTRAK OFFERS NEW FIRST CLASS MENU ON ACELA EXPRESS
WASHINGTON, DC -- Responding to Acela Express customers' wishes for enhanced amenities, Amtrak is upgrading its First class menu and meal service on its premier Northeast Corridor train this month.
The change is highlighted by freshly prepared meals, a selection of lighter fare and a rotating selection of red and white wines, all served on china with glassware and flatware.
"Our passengers and employees told us clearly that they wanted to see the Acela First class meal service returned to its previous levels that distinguished the service in the early days of Acela's introduction," said Food and Beverage Director Pete Humphreys. "Amtrak is pleased to once again offer an enhanced dining experience which better reflects the first-rate service expected on Amtrak's flagship train."
Beginning December 6, a choice of freshly prepared hot entrées will be available during breakfast and dinner time. Breakfast options include omelets - Southwest, Tuscan, Mediterranean or three-pepper - and French toast or Belgian waffles, each with a fruit compote.
The dinner menu offers pesto chicken and seared salmon with an assortment of vegetables.
The "lighter fare" is a sampling of bite-sized treats such as Genoa salami, mozzarella cheese, artichoke quarter and green and black olives served with crackers. This continues to be a popular dinner option and has been added to the lunch fare, along with fresh sandwiches, a variety of entrée salads and soup.
A rotating selection of complimentary red and white wines is available by the glass during lunch and dinner service. The new series of Fall/Winter menus is comprised of four-week cycles to ensure that Acela Express' frequent travelers experience a broad assortment of meals and wines.
In addition to the new menus and improved service, some Acela Express trains now feature at-seat cart service in Business class. A selection of snacks and beverages are available for purchase from the cart, so passengers do not have to make a trip to the café car. - Amtrak News Release
BNSF'S DBE AWARDS RECOGNIZE VENDORS AND EMPLOYEES
Thursday, Dec. 7, several vendors and employees were awarded a Diversity Business Enterprise (DBE) award sponsored by the BNSF Railway Company's Strategic Sourcing and Supply. The awards are given to employees who contribute to BNSF's DBE efforts and to vendors who have excelled as suppliers.
Awardees include:
· LJK Companies, Inc., Leader of the Pack Award - awarded to companies that BNSF spends the most money with on an annual basis.
· Searle Petroleum, Distinguished Supplier Award - awarded to companies that provide excellent service and support to BNSF.
· Con-Real, Inc., Newcomer of the Year Award - awarded to companies that are a new supplier and with which BNSF spends the most money with.
· Rick Messman, BNSF manager, Strategic Sourcing and Supply - awarded the DBE Strategic Sourcing and Supply Employee of the Year Award presented annually to those who take a proactive stance on including DBE's in future initiative.
· Bob Boileau, BNSF assistant vice president, Engineering Services - DBE Stakeholder of the Year Award presented annually to the stakeholder who supports BNSF's DBE efforts above and beyond the normal practices.
- BNSF Today
RAILROAD MUSEUM PLANS MAKE & TAKES PROGRAM
ROSENBERG, TX -- Beginning this holiday season, the Rosenberg Railroad Museum is offering a new series of programs called Make & Takes, which give preschool and elementary-school age children a chance to be actively involved in holiday preparations.
On Saturdays from 10:00 to 11:00, museum staff and volunteers will have holiday crafts for children to make at the museum and then take home with them.
Make & Takes will be held at the museum, 1921 Ave. F in Rosenberg. The cost for the programs are $5 per child and $4 for museum members. Parents are welcome to stay and help their children.
Two Make & Takes are scheduled this month. This Saturday, children will be making an elaborate Christmas card, and on Dec. 16, they will be making ornaments to take home and hang on the Christmas tree.
Children can use a wide variety of the museum's materials, such as glitter, lace, sequins, stickers and more, to make their crafts.
Make & Takes will resume on Feb. 7, when children will make a box of fake Valentine candy made of Styrofoam, Model Magic, acrylic paint & wax.
On March 31, students will be asked to bring six egg shells with the yolk and white drained out to create and design their own Easter eggs. An Easter Egg Hunt will follow with an appearance by the Easter Bunny.
A Mother's Day present will be next on the Make & Take craft calendar for May 5. The children will make a picture frame, have their photo taken, and the picture will be printed out and inserted into the frame.
On June 9, kids will be making a key chain to give away for a Father's Day present.
To reserve your spot, or if you have questions, call the museum at 281-633-2846. - The Fort Bend Herald
PROGRESS CROSSING: FOR THE BLACK HILLS, THE COMING OF TH RAILROAD SPELLED THE END OF AN OLD ERA AND THE BEGINNING OF ANOTHER
DEADWOOD, SD -- As the sun rose on the windswept plains of southwestern South Dakota on the morning of December 29, 1890, 500 soldiers of the U.S. 7th Cavalry surrounded 350 Lakota men, women and children along Wounded Knee Creek. As the soldiers attempted to disarm the encampment of American Indians, a gun discharged and the government troops opened fire. As an approaching snowstorm blew the smoke and dust aside, almost 150 Lakota and 25 cavalrymen lay dead. Known later as the Wounded Knee Massacre, it marked the last major conflict between the Sioux and the U.S. government -- and the end of an era for a displaced native people.
At nearly the same time, just 130 miles to the northwest, the scene was entirely different. A jubilant crowd gathered at the bottom of a pine-clad gulch, loudly cheering the arrival of the first long-range passenger locomotive in Deadwood as a band began to play the Star-Spangled Banner. For the first time, the city was connected to the outside world by a set of iron rails. The age of the stagecoach had drawn to a close, and the era of the steam engine was about to begin, bringing with it new technology, cheap goods and a boost to commerce.
The near-simultaneous events spelled doom for one culture and prosperity for another, although there were some who believed the coming of the railroad was anything but a happy occasion. The Black Hills Daily Times reported on the following day that the arrival of the train in Deadwood "gladdened the hearts of thousands," and described how a crowd of 2,000 waved their handkerchiefs and shouted, "What a glorious sight!" But Estelline Bennett, a Deadwood journalist and historian who witnessed the event as a child, later wrote that "the essential qualities that made Deadwood a flaming frontier town went out with the old stagecoach or were ground to dust under the wheels of the incoming railroad train -- in that one day the merry young mining camp bloomed into a surprised town with civic and moral obligations."
Buffalo Bill Cody, however, had a more optimistic perspective. "A town is like a baby," the Western showman told Bennett. "It either grows up or dies. But Deadwood, you know, was young so long it never will quite forget its youth."
In fact, although Deadwood was one of the largest settlements in South Dakota, the boomtown stayed a stagecoach community for nearly 15 years, and it was one of the last major Black Hills towns to have rails laid up to its streets. But the railroad had been making incursions into the region for years, and even Deadwood, isolated as it was at the bottom of a steep gulch, had long known that the steam locomotive would soon be at its doorstep.
The Boom
The first tracks came across the eastern borders of Dakota Territory in 1872, but railroad-building all but ceased the following year, thanks to economic troubles caused by the Panic of 1873. As the effects of the recession began to wind down - and with Deadwood mining operations in full-swing -- the railroad made a quick comeback. The Homestake Mining Company ordered a five-ton locomotive in 1879 for hauling ore and supplies around Lead. Dubbed the J.B. Haggin, the engine was brought to the mine by a team of oxen from Bismarck. Today, the first locomotive in the Black Hills rests about three miles from where it was originally used, and still fascinates visitors today on the main floor of Deadwood's Adams Museum.
As gold mining operations at Homestake continued to grow, more locomotives were ordered and more track was laid. Even though the railroads continued their growth in the eastern half of the territory, the Black Hills remained isolated from the rest of the country, a veritable island. A federal ruling in 1884 that prevented railroads from reaching the Black Hills from the east -- across Lakota lands -- didn't help.
But the Fremont, Elkhorn and Missouri Valley Railroad had rail lines in northern Nebraska, which the company quickly exploited to their advantage. In 1885 the railroad reached Buffalo Gap, and in July 1886 the first train pulled into Rapid City, passing the newly-founded towns of Fairburn and Hermosa. Two years later the rails were within 10 miles of Deadwood, terminating in the small hamlet of Whitewood. It took another two years for the railroad to blast its way up narrow Whitewood Canyon and into the infamous gold town.
In the meantime, the Deadwood Central Railroad began construction of a line between Deadwood and Lead. It was completed in early 1889, and began an incredibly popular light rail service.
According to Bennett, the children of Deadwood resident Fee Lee Wong were so enthralled with the small train that they "insisted upon going every day." The Chinese merchant decided the best solution was to hire "an old Chinaman to take them back and forth until they tired of the sport, but that wasn't for weeks."
As Deadwood celebrated the inauguration of regular railroad service on the Fremont and Elkhorn, a rival railroad was already pushing its way into town. The new route of the Burlington and Missouri River Railroad would stretch from the southern Black Hills, starting at a new company-built community called Edgemont, through the high reaches of the mountain range, past Custer, Hill City and Mystic, and down into Deadwood. A Burlington passenger depot was built near the intersection of Sherman and Deadwood Streets, while the Fremont and Elkhorn erected a station only a half-block away on the banks of Whitewood Creek.
The growth of mining, and the Homestake in particular, ensured that railroads in the Black Hills grew at a steady clip. Thanks to the amount of coal, wood and supplies going into the mines -- and the amount of gold coming out of them -- Pluma, Lead and Central City were the site of spectacular railroad junctions. Passengers benefited from increased service, too, as new lines were created and existing routes were upgraded. The transition from steam locomotive to electric trolley service between Deadwood and Lead in 1901, for instance, was incredibly progressive for a city that was on the edge of the American frontier only 25 years earlier; in fact, New York City didn't close its last horse-drawn streetcar line until 1914.
Railroad companies completed other feats of engineering in the Black Hills, including the Crouch Line west of Rapid City. This 30-mile-long railroad followed the crooked canyon carved by Rapid Creek to Mystic, crossing 110 bridges along the way. Locals would joke that the bends of the line were so sharp that the engineer in the locomotive could hand chewing tobacco to the brakeman in the caboose.
The Decline
The railroad's heyday didn't last very long in western South Dakota, however. Although coal mines in nearby Wyoming kept the railroads busy, the decline of mining and the rise of the automobile was anathema to locomotives in the Black Hills. Although there was still growth in the regional railroad industry into the 1920s -- to which Rapid City's 11-story Hotel Alex Johnson, built by the Chicago and Northwestern Railroad in 1928, stands testament -- there were already signs of decline, particularly in the northern Black Hills. The populations of Deadwood and Lead began to wane as gold mining played itself out, and the beloved electric trolley line between the two cities was abandoned in 1927. Two trolley cars were converted into cafes that served each town for several years, but they were demolished in the 1960s.
The onset of the Great Depression and the subsequent World War didn't help the railroad, either. Passenger service between Deadwood and Edgemont was cut in the fall of 1949, and other passenger service in the region followed suit as post-war America embraced the automobile and the highway. In the fall of 1960 passenger trains came to a halt between Rapid City and Mankato, Minn., and on Aug. 24, 1969, the last long-range passenger train departed the Black Hills.
The following decades saw freight trains in the Black Hills grow shorter as well. On November 8, 1983, the last train rolled out of Deadwood, bound for the southern Black Hills on the Burlington Northern track. The line still exists today, although most of it is now the Mickelson Trail, the result of one of the most acclaimed rails-to-trails projects in the country. Observant visitors can still spot remnants of the iron track leading away from the trailhead and further into Deadwood, bulging up from underneath asphalt parking lots and gravel alleys.
Many other remnants of the railroad still remain in the Black Hills, however. Although Deadwood's Burlington and Missouri River depot was demolished in 1950 and replaced with a bust of Wild Bill Hickok, the 1897 Fremont, Elkhorn and Missouri Valley passenger station still stands, restored and servicing the city's visitors as an information center. In Rapid City, more than one railroad building - from depots to warehouses - are now home to bars and restaurants along Omaha Street downtown.
However, the most visible sign of the railroad presence in the area is the Black Hills Central Railroad, also known as the 1880 Train. Begun in 1957 as a tourist train on the line between Hill City and Keystone, the 1880 Train is the longest continuously-operated tourist train in the country, and continues to cater to Black Hills visitors today.
Without a doubt, the railroad impacted the development of the region for many years, and while its influence has decidedly waned, the rumble of locomotives continues to echo throughout the canyons and forests of the Black Hills. For passengers, the practical reasons for riding a train are few -- and yet thousands of people pile aboard old steam trains in Hill City each year, moved by sheer fascination. As Estelline Bennett noted, it's little wonder, since a train is a community experience: "An automobile goes all at once -- not gaining momentum smoothly and majestically like a locomotive, and it has no retinue of cars following its curves, its accelerandos, and retardandos. Even an airplane flies alone, but a locomotive always has a following." - Dustin D. Floyd, Deadwood Magazine
TRANSIT NEWS
REGIONAL BUS PLAN A MUST
JOHNSON COUNTY, KANSAS -- Kansas City, Missouri's November surprise - approval of light rail in the general election - doesn't directly affect Johnson County. Yet the passage and mere possibility of it in some form could affect regional transportation. And if not transportation itself, certainly the planning of it.
Johnson County and its economy have a big stake in area transportation. More than 100,000 people a day, most from Jackson County, MO, travel in and out of here to work. Many of them are in lower-paying jobs, which creates the need for a mass transit system.
That does not necessarily translate to light rail, but it obligates officials in Johnson County to pursue transportation policies that will accommodate a growing work force and expanding population. And more vehicle traffic.
Heading up the County Commission's transportation effort is 2nd District Commissioner John Patrick Segale, who was named by County Chairwoman Annabeth Surbaugh to chair a special transportation task force last year. Segale, in an interview and in comments on the county's Web site, said he believes Kansas City's light rail could complement Smart Moves, a regional transit plan that includes bus commuter rapid transit on the area's existing roads.
But, at this juncture, he does not think the Kansas City light rail plan affects Johnson County efforts to implement Smart Moves.
"I view Smart Moves in Johnson County as a low cost entry point into a light rail-like transit system," Segale observed. "If we can prove that a BRT (bus rapid transit) system can succeed via service like the existing MAX in KCMO (a special bus line) we can transition to light rail."
Segale said that Smart Moves, if it were available in Johnson County, could "buy more bang for the buck more quickly, however I would not be opposed to investing really big bucks in a rail-oriented system if the voters were willing to make this investment."
A commuter route on railroad tracks along I-35 between Olathe and Kansas City's Union Station could be an integral part of a regional transportation network, possibly tying into light rail on the Missouri side.
The proposed project has been under study for years and currently awaits even more examination, Chuck Ferguson, Johnson County deputy transportation director, said in an interview last week. There are concerns about the cost of improvements necessary for use of the tracks for commuter traffic, he said. Further, regular freight traffic on the line is heavy and is expected to increase as energy costs rise.
Under study, too, is use of the I-35 roadway for transit. Ferguson said the study includes the potential for express buses in a designated lane and buses running on the shoulders. Ferguson said the shoulders could be improved to accommodate buses without extensive work.
The interstate, Ferguson noted, is already an important link in area transportation. Five northbound buses between Olathe and downtown Kansas City have an average of 247 passengers a day.
A spike in gasoline prices in October of last year, he said, pushed the annual ridership to 35,936 passengers in 2005, up from 29,839 in 2004. Between October of 2005 and October of this year, ridership was 31,291.
While there was a drop in patronage, Ferguson said ridership did not fall back to the 2004 number. That could indicate, he said, that when commuters experience the advantages of the bus ride they tend to continue that mode of transportation.
An effort to adopt a regional transit plan failed in the last session of the state Legislature. Whether or not an initiative such as Smart Moves is acceptable, the need for a viable transportation plan for the region, including Kansas counties, is obvious.
The cost of gasoline has risen and is not expected to drop back to the level of prices early in this decade. Planners should be aware, too, that a survey revealed that residents want options, among them mass transportation. - Editorial Opinion, The Johnson County Sun
DROP IN CAR SALES MEANS LESS MONEY FOR TRANSPORTATION
MINNEAPOLIS, MN -- A slump in car and other vehicle sales could put a significant dent in planned improvements to Minnesota's transportation system.
Because vehicle sales are down, so are vehicle sales tax revenues. And transportation officials say that means they'll have to scale back new spending on things like new bus routes, rail lines and park-and-ride lots unless the Legislature comes up with additional funding.
It was just a month ago that Minnesota voters approved a constitutional amendment requiring that all vehicle sales tax revenues be spent on roads and public transit. But that measure doesn't start to phase in until 2008, and it doesn't fully take effect until 2012.
Proponents of the amendment told voters it would mean an extra $300 million a year for transportation spending when it's fully effective. The vehicle sales slowdown means the figure is likely to be closer to $275 million annually.
Currently just over half of they money the state collects on vehicle sales taxes is earmarked for transportation. The rest goes into the general fund.
In the short term, the reduced revenue forecast means metro area transit systems will get 7 percent less than expected, a reduction of about $8 million.
The new forecast ''significantly changes what we can do'' said Amy Vennewitz, a fiscal planner for the Met Council. ''What we said last spring is (now) not possible.''
Gov. Tim Pawlenty will release his budget and reveal his intentions toward transportation next month.
The Department of Revenue expects the vehicle sales tax to generate $36 million less than previously forecast for fiscal 2007, $52 million less than expected in fiscal 2008 and nearly $58 million less in fiscal 2009.
The Met Council, which oversees Metro Transit, and planned to use the projected revenue to help fund the Northstar commuter rail line, the Central Corridor light rail between Minneapolis and St. Paul, three busways, 30 new bus routes, plus 13 new and 11 expanded park-and-ride lots.
Vennewitz said the council now is revisiting the budget to determine where expansion plans could be pared if state leaders don't supplement the funding.
''I think our riders will be confused, because they just passed what appeared to be more funding,'' said Beverley Miller, director of the Minnesota Valley Transit Authority, which serves the south suburbs. Unless legislators plug the gap, she said, Minnesota Valley may have to cut service in July.
Mike Opatz, Maple Grove's transit administrator, said riders want to know where the new buses are now that the amendment was approved.
''We are getting all the pie, but the pie is smaller,'' he said. ''So in the long run, that probably means ... less expansion than we had hoped. Just think how much worse this would be if the amendment did not pass.'' - The Associated Press, The Crookston Daily Times
MTA MEMBER: END LIQUOR SALES TO COMMUTERS
NEW YORK CITY, NY -- The Metropolitan Transportation Authority should stop serving as a bartender for commuters on its railroads, the MTA board's Suffolk County representative said yesterday.
"I would prefer that we don't let anybody drink on the train," Mitchell Pally said during an MTA board committee meeting. "If we're not ready to go that far ... the least we can do is not make it easy for people to do it, which is don't sell it."
For decades, commuters riding home after a long day at the office have been able to drink beer, wine or liquor on the LIRR or Metro-North. The MTA sells alcoholic beverages to riders on some station platforms and even on some trains.
LIRR officials said the railroad reaps a net profit of about $350,000 a year from selling alcoholic beverages to commuters.
LIRR riders can buy alcoholic beverages from up to 12 bar carts on station platforms at Penn Station and at the Flatbush Avenue and Jamaica stations between 4 and 8 p.m. weekdays, said Susan McGowan, an agency spokeswoman.
Some trains have bar carts.
"Since 1983, 2 billion rides have been taken on Metro-North and we have had zero incidences of customers drinking alcohol bothering other customers, causing any injuries to themselves or others, or having any automobile accidents driving home," said Dan Brucker, Metro-North spokesman.
David Mack, the MTA board's Nassau County representative and chairman of the board's Long Island Committee, said the agency should look at Pally's concerns and decide the next step.
An 18-year-old Minnesota tourist who had been drinking on the LIRR was killed Aug. 5 after she fell through the gap at the Woodside station and was struck by another train. Natalie Smead did not purchase her alcohol from the MTA.
Pally said Smead's death did not prompt his proposal. Rather, he said, as a first-year board member, this was his first opportunity to comment during the MTA's budget process.
Gerry Bringmann, of Patchogue, said he was in a conundrum about alcohol on the two railroads.
As chairman of the Suffolk Region PTA's Substance Abuse Committee, Bringmann said he supports the MTA's alcohol ban on St. Patrick's Day and New Year's Eve.
But as chairman of the Long Island Rail Road Commuters Council, Bringmann said Palley's idea might be unrealistic. - Herbert Lowe, Newsday
THE END
| Subject | Written By | Date/Time (PST) |
|---|---|---|
 Railroad Newsline for Friday, 12/08/06 |
Larry W. Grant | 12-08-2006 - 00:54 |