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Railroad Newsline for Monday, January 01, 2007 (HAPPY NEW YEAR EVERYONE!)

Compiled by Larry W. Grant

In Memory of Rob Carlson, 1952 – 2006

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RAIL NEWS

FRONT RANGE STORM AFFECTS ROARING FORK VALLEY DESPITE LACK OF SNOW

GLENWOOD SPRINGS, CO -- As the winter weather took much of the state by storm Thursday the Roaring Fork Valley hasn't received much of the snow, but some of the local businesses have felt the pinch.

The supermarkets have replenished their shelves after the first round of weather cut off deliveries to the stores, but they weren't the only ones affected.

"We've seen some shortages," said Bill Brandsma, Petroleum manager at Roaring Fork Valley Co-Op in Carbondale.

Brandsma said that the majority of the gasoline that supplies the valley is shipped in from Denver by train, but due to bad weather, trains haven't been able to ship fuel to this side of the state. When that happens Brandsma purchases from a fuel depot in Grand Junction, but he said that Grand Junction is about to see "physical outages" itself.

"When they reach physical outage they won't have any to distribute," Brandsma said.

Even with the deliveries being disrupted, Brandsma isn't really concerned that the shortages would be a long-term problem.

"People just need to relax," he advised. "There's no immediate reason to panic."

This weekend could see some strain on the fuel stations in the valley, but Brandsma said that he expected things to be back to normal by next week. And he doesn't anticipate the storm will affect fuel prices in the valley, either.

Most of the local stations, like Bradley Petroleum on Grand Avenue in Glenwood Springs, have been hit hard by the storm.

"The last storm killed us," said Chris Casinger, an employee of Bradley Petroleum. "We missed a delivery last week, that put us in a tough spot. And now we may have to wait until next week again for another truck."

Bradley did get a mid-week delivery of fuel and, according to Casinger, should have enough fuel to last into early next week.

"There's enough gas to last through the storm," he said.

Along with fuel stations and the supermarkets, restaurants and liquor stores have had to deal with the delivery problems, too. And that could spell disaster with the New Year's holiday looming.

Doug Berns, manager of Big Sid's Bottles in Glenwood said that last week's deliveries were late but that they currently have enough to get them through the weekend. Most of the beer comes from local distributors and most of the shortages from Denver were of liquor products.

"We've got plenty of beer," Berns said. "Mostly alcohol deliveries were late, but nothing crucial."

Berns said that the deliveries on Friday had been late but that they were expecting them throughout the day.

Valley Liquors in Glenwood as well didn't see any delivery problems due to the storm and were anticipating a normal holiday weekend.

"We're expecting people to be stocking up on Friday and Saturday since we'll be closed on New Year's Eve," said Crystal Shelton of Valley Liquors.

With the liquor stores being closed on the last day of the year, restaurants and bars are expecting good crowds for the evening. But some places like Chili's Grill and Bar have some concerns about this last round of snow that hit the front range.

"We should be good for the holiday weekend," said Chili's manager Eric Scharfenberger. "Last week I could have told you another story."

A missed delivery last week caused Chili's to be out of some menu items. It was bad enough that management posted notes on the doors telling customers of the shortage. Even on Friday, the trucks were running about 12 hours behind.

"He's (the driver) only able to do about 45 miles an hour," Scharfenberger said. "He'll be late, but he'll be here." - John Gardner, The Glenwood Springs Post Independent

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WITH DEPOT, CITY GETS A FADED JEWEL NEEDING HELP

SACRAMENTO, CA -- For years, Sacramento officials harbored big plans for the historic, but downtrodden Amtrak depot in the heart of the city -- if only they could get their hands on it.

Just days ago, in a three-way deal with the Union Pacific Railroad and a railyard development company, the city acquired what is perhaps its most prominent fixer-upper, an 81-year-old former gem that has lost its luster.

"Some of those windows, I don't believe they've been painted since World War II," Councilman Steve Cohn said.

Long-term, city officials plan to move the building a block north, making it the centerpiece of a transit center for several million travelers a year on long-distance and commuter trains, light rail, buses, and maybe even a bullet train to Los Angeles and San Diego.

But that will take decades, and hundreds of millions of dollars.

Short-term, officials and trains riders agree on one thing: The building is in immediate need of, in the words of Mayor Heather Fargo, "some love and care."

The previous owner, Union Pacific Railroad Co., which runs freight and had little use for a passenger facility, put little into maintenance.

Five years ago, city officials felt the need to step in and reroof the leaking structure so the disrepair would not worsen before they could gain control.

That helped, but a recent tour of the back rooms revealed a largely unused and disregarded building. Unused upstairs offices are in shambles. Paneling is torn. Windows are broken. Junk lies in random piles on the floors. Awnings above building entrances are rusted out.

The building also will need to be seismically upgraded, officials said, a job that could cost millions of dollars.

City officials are rushing to reconfigure the confusing parking lot. Meanwhile, in recent weeks, a city task force has been analyzing what initial maintenance work needs to be done, and will issue a report as early as next week, Assistant City Manager Marty Hanneman said.

He said it will include a laundry list of basics, like cleaning and painting, as well as floor and window work.

Hanneman said the city also soon will conduct an analysis of what will be needed to make the structure seismically safer.

Meantime, Councilman Cohn last week called for a city meeting with community groups and depot users to get broader input on what can be done to make the building a better train station.

Train riders and advocates last week heralded the city takeover of the building as a generally positive move. Many have suggestions on what the city can do to make the building more user-friendly.

"It's great," said volunteer station host Bob Koski of the city's move. "(Union Pacific) let it go downhill. The city I think will take pride of ownership in it as a gateway."

Alan Miller, executive director of the Train Riders' Association of California, is a critic of the city's long-term plans to move the building, but said he is hopeful the depot finally will be spruced up.

"I hope some good comes out of this," Miller said.

Although city officials have talked about bringing in offices and possibly retail and food service, Miller warned that might be difficult.

"How much can you improve it if your long-term intention is to move it?" he asked. "You'd have to disrupt any businesses that are going to go in there."

Hanneman said the city, however, sees plenty of potential for tenants as that area of downtown develops.

Officials point out that a smaller sister building next door, once used as a rail package center, has transformed into an upscale office building with a cafe and a restaurant.

But mainly, city officials said, they want to make the building work better for rail riders.

Richard Silver, of the Rail Passenger Association of California, said the city and Amtrak should add more ticket windows.

The existing three windows "have become a bottleneck," he said, and could hinder train ridership growth.

Chuck Robuck, an Auburn resident who commutes to work downtown on the Capitol Corridor commuter train line, said he'd like to see better shelters on the train platforms to protect passengers from the elements.

The depot itself can be stifling in summer, he said.

"I don't know if air conditioning is in the cards or not," Robuck said. But, "they need some place where people (especially the elderly) can get out of the extreme heat and get some respite."

Miller of the train riders' association said the city should make it easier for pedestrians to get from downtown to the front doors of the building. He also said the city should create a more visible and better-marked walkway from the back of the depot to the passenger platforms, and coordinate with Regional Transit for better bus service near the platforms.

Cohn, a transit advocate, said the city should open up space that has been boarded up adjacent to the depot's elegant central hall.

He said he is confident the city can make quick improvements to improve the look and feel of the facility.

"Amazing what a little paint will do," he said. - Tony Bizjak, The Sacramento Bee

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AGENCIES SEEK ALTAMONT RAIL LINK; STATEWIDE SYSTEM COULD BOOST COMMERCE, DECREASE TRUCK TRAFFIC

A conglomerate of public agencies in the Bay Area and Northern San Joaquin Valley is working to create a railway through the Altamont Pass from the Port of Oakland to Stanislaus County that will benefit commerce for the long haul.

The rail link would bring Port of Oakland freight containers from ships to the Stanislaus County-owned Crows Landing Air Facility, where they could be loaded onto trucks or other railways for distribution up and down the Central Valley. In reverse, the rail service could take containers of agricultural products from the Valley back to the port.

"To be able to export California's agriculture from the heartland right to the port and overseas will be tremendous," said Maryline Sandifur, spokeswoman for the Port of Oakland.

Once the rail corridor is established, commuter rail service also could be extended from the Bay Area into Stanislaus County.

The railroad is part of a vast network that moves cargo throughout the county.

"It's a very comprehensive program. It's not just this area — none of the railways are isolated," Sandifur said. "We have to look at the big picture and make changes now to be prepared for the future."

A study conducted earlier in the year on implementation of the plan suggests that formation of a Joint Powers Authority similar to how the San Joaquin Regional Rail Commission operates the Altamont Commuter Service, or ACE train, would be the best way to keep all parties, including the railroads, committed to the endeavor.

The rail link has been in discussions for about 10 months, as groups like the Port of Oakland; Alameda, San Joaquin and Stanislaus Counties; Altamont Commuter Express Rail Service and Capital Corridor train service; and Alameda County Congestion Management have been devising the plan.

The group is preparing an application for the recently approved California infrastructure bonds, while seeking funding from other sources.

"The rail link planning is definitely in its infancy stages," said Manteca Councilman John Harris, a member of San Joaquin Council of Governments Board of Directors.

"As it is right now, the amount of railways aren't at the level needed to provide for trade in the future, and we have to work toward changes now," Sandifur said.

Will Ridder, a regional planner for the San Joaquin County of Governments, the county's transportation planning agency says the plan would have a variety of benefits for the San Joaquin region, including diverting the amount of truck traffic on Interstate 205 and on the Altamont.

"There will also be a great benefit to the region's air quality, because traffic won't be stuck on congested highways as much," he said. "It has the potential for quite a bit of benefits."

The Port of Oakland definitely is interested in the project, Sandifur said, because linking inland distribution centers would attract "first port of call" business, which is more lucrative than if a ship stops at another port such as Los Angeles or Long Beach.

Studies on the movement of goods between the Port of Stockton and Port of Oakland have been discussed since 2003, with the emphasis on decreasing truck traffic on I-580 over the Altamont Pass and stimulating the San Joaquin Valley economy. The study team explored the economic and economic sustainability of moving goods between the Central Valley and Port of Oakland via a railroad container shuttle.

In February 2005, the Stockton and Oakland ports entered into a cooperative agreement with the San Joaquin Council of Governments to develop and document a demonstration and long-term implementation plan for a rail shuttle system to connect the Port of Oakland with freight hubs in the San Joaquin Valley.

Reactions about the plans being discussed have been mixed with Stanislaus County officials, as some county supervisors are concerned about the apparent lack of interest railroad companies have shown. - Paul Burgarino, Inside Bay Area.com, The Tri-Valley Herald

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TRAIN OF LIGHTS PROVES A HOT TICKET

CONTRA COSTA COUNTY, CA -- If this past year was any indication, it's not too early to start planning for the Niles Canyon Railway's 2007 Train of Lights.

Tickets for the brightly lit holiday train typically sell out in a matter of days, said chief station agent Al McCracken. This year, tickets were put up for sale in August and were gone in less than a week.

The festive train, covered in hundreds of thousands of lights, winds its way through Niles Canyon on a 70-minute round-trip evening ride from Sunol to Niles and back. Its popularity has grown exponentially each year.

The idea for the Train of Lights began 15 years ago, McCracken said. What began as a special holiday ride for the Pacific Locomotive Association's volunteers and members, turned into a holiday tradition for families all over the Bay Area.

It is by far the association's top fundraiser, and usually runs from the end of November through December.

Due to high demand, this year the association added two more nights. That was on top of the two additional nights added last year. This season, the train made 42 runs, each filled close to its 500-rider capacity. And, this year, yet another car was added, creating a quarter-mile-long train of holiday lights.

"For many years we didn't sell out at all. In the last five years, people found out about us and we can't meet public demand," McCracken said.

And, although this year's holiday train made its last journey on Thursday, riders are already prepping for next year.

"Next year, we'll order tickets sooner," said J.M. Johnson of Walnut Creek, as he stepped off the twinkling train Thursday evening with his sons, Spencer, 3, and Hunter, 2.

Even though Spencer, who is a big fan of trains, enjoyed the speed and, oh yeah, the holiday lights, Johnson wants to bring the kids while Santa is still around. Before Christmas, riders have the opportunity to visit with Santa Claus on board the train.

Tickets are $20 for reserved seating and $10 for general admission. All proceeds from the holiday event and the limited Sunday rides during the year benefit the Niles Canyon Railway projects.

Funding helps the group give historic train rides year-round from the 1880s depot in Sunol and from the Niles Station in Fremont. The goal is to highlight the importance of California's heritage railroads. There are hundreds of association members, with roughly 220 active members who help to develop and operate the working railroad museums.

Leon and Glennys Long of San Jose did their part for the association's fundraiser this year. The Longs decided to rent out the entire caboose this year and treat 24 of their family members to an old-fashioned train ride for the holidays.

"We try to do something as a family ever year," Leon Long said, with a top hat perched jauntily on his head.

The caboose, decorated with pine garland, lights and holiday decorations was made even more festive with the laughter of three generations of Longs.

With decorations throughout the train and carols piped on board, everyone seemed to be in the holiday spirit.

For some, knowing the train was sold out didn't stop them from hoping for a holiday miracle.

Deborah Mancino, her 5-year-old daughter, Mia Frankland, and friend, John Mullen, made the drive from Castro Valley, hoping for no-shows.

"We're hoping to get on anyway," Mancino said. "And, even if we don't, we get to see the train anyway."

It takes 30 volunteers three months to decorate the train with an estimated 300,000 lights, McCracken said. The task begins in August, in decidedly un-Christmas like weather.

Tickets usually go on sale in September, and can be bought over the phone or online. Before things got really crazy McCracken didn't think twice about posting his home phone number for ticket sales. As word spread, his home phone was ringing off the hook. This year, he and his wife decided to give up their number to the power of the holiday train. They have switched over to a second number for their personal use.

To get tickets next year, McCracken has some advice.

"Start checking the Web site in August, plan accordingly, and don't lag," he said. - Meera Pal, The Contra Costa Times

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WORKING ON THE RAILROAD: KCS BUILDING INCREASED PRESENCE IN VICKSBURG, MISSISSIPPI AREA

Photo here:

[www.vicksburgpost.com]

Caption reads: Photo by Brian Loden, The Vicksburg Post. Railroad cars line the tracks leading into the Kansas City Southern rail yard along Levee Street.

VICKSBURG, MS -- On the same day former President Bill Clinton signed the North American Free Trade Agreement 22 years ago, Kansas City Southern acquired MidSouth Rail Corporation, a move that helped solidify Warren County's standing in the rail industry.

“KCS has invested heavily in the old MidSouth railroad,” said Doniele Kane, director of corporate communications and community affairs for Kansas City Southern. “This investment has greatly improved that rail corridor over its prior condition and greatly advanced Warren County's economic competitiveness for the future.”

Edward Wright, 36, of Monroe, La., is a conductor for KCS. He said changes to tracks and operations have allowed the company to move trains faster and more efficiently.

“It's a lot different than it was 12 years ago,” he said. “We're getting train traffic across rails quicker. It used to take four hours to get from Jackson to Monroe. Now, it takes under four hours. Also, between Vicksburg and Jackson, we used to run off direct traffic control. Now, we use centralized traffic control.”

Centralized traffic control, or CTC, is a signaling system that includes a dispatcher's office that controls railroad switches and the signals railroad engineers must obey to keep the railroad's traffic moving safely and smoothly across rails.

Vicksburg is part of the Meridian Speedway, a 320-mile line between Shreveport, La., and Meridian, Miss. Since the MidSouth acquisition, more than $750 million has been spent to upgrade the speedway, which has restored the route as a strategic east-west corridor.

Kane said Vicksburg has been and will be crucial to the company's investment on the line, Kane said.

“Keeping freight rail transportation through Warren County up-to-date and fluid will be vital to attracting new industry and jobs for the local economy,” she said. “The substantial investments in the railroad by KCSR, and now the KCS-Norfolk Southern joint venture, will help ensure the future competitiveness of this corridor, making Warren County even more competitive for new jobs and growth.”

Lamar Bass, the terminal trainmaster for Vicksburg's KCS rail yard, said the company employs about 37 here.

“We're constantly hiring,” he said. “We've got quite a few people who are going to be retiring.”

Vicksburg has become a focal point along the Meridian Speedway because of its proximity to automotive manufacturers and its strategic location along the primary trade route corridor between the Pacific coast and southeastern United States.

“Vicksburg and Warren County (are) at the center of the New South manufacturing base and its automotive manufacturing corridor,” Kane said. “There are over 100 automotive suppliers alone within a 125-mile radius of Vicksburg.”

In 2005, Kansas City Southern Railway spent $3.5 million to upgrade 11 miles of track from just east of Vicksburg to the Mississippi River. The program included inserting new ties, laying new rail across the bridge over the Mississippi, relaying all of the rail in the area, undercutting the track, extending the Newman's siding, between Vicksburg and Bovina, from 3,500 to 9,000 feet and building a new drainage system along the main track. Another $4 million was invested CTC in the 50 miles between Bovay, LA, and Jackson.

Bovay is just west of the Mississippi River bridge near Delta.

KCS spent $1.7 million in 2004 on a curve reduction program in the 100-year-old brick tunnel below Washington Street because the quarter-mile track was difficult to maneuver. Eastbound trains leaving the Mississippi River bridge veered north to parallel the embankment for two miles. On a 1.74 percent grade, trains were forced to swerve into a 17-degree right curve. Many times, trains left the rails in the short tunnel.

KCS began work on the tracks after it bought and demolished the old Mississippi Lumber Co. building at Mulberry and Oak streets. The company used the 2.2-acre site to make a more gentle curve in the tracks as they crossed under Washington Street.

The investment has allowed KCS trains to increase its speed from 10 mph to 35 mph through Vicksburg and improve its productivity, KCS engineer Mike Williams of Pearl said.

“Before, we were running about six to 10 trains a day through here,” he said. “We're running 25 to 30 trains a day in both directions now.”

However, business owners and residents in and around Vicksburg's Garden District had complained about speed and noise of those trains before work on the tracks were complete. Bass said he no longer receives such complaints.

“I don't really get them,” he said.

Nonetheless, Kane said, KCS is working with city officials to possibly eliminate at-grade crossings through Vicksburg so whistle-blowing can be minimized and at-grade crossings can be reduced.

The tracks across Mississippi from east to west are an important part of KCS's participation in increased rail traffic because of the North American Free Trade Agreement, or NAFTA, involving the United States, Mexico and Canada. The company uses the line that comes through Vicksburg as a vital part of its ability to move goods from Mexico to markets in the Northeast.

NAFTA established a free-trade zone in North America. It was signed in 1992 by Canada, Mexico and the United States and took effect Jan. 1, 1994.

NAFTA immediately lifted tariffs on the majority of goods produced by signatory nations. It also called for the gradual elimination, over 15 years, of most remaining barriers to cross-border investment and to the movement of goods and services among the three countries.

Major industries affected include agriculture, automobile and textile manufacturing, telecommunications, financial services, energy and trucking. NAFTA also provides for labor and environmental cooperation among member countries.

KCS has completed other projects on the line over the last two years. They were:

€ Construction of a new $1.8 million double-track mainline in west Jackson that increases train velocity and reduces delays at grade crossings for automobiles.

€ Extension of a $1.4 million siding just east of Vicksburg from 3,500 feet to 8,500 feet to allow longer trains to meet and pass.

€ Installation of remote control switches on five sidings between Meridian and Vicksburg at a cost of $300,000.

€ Installation of 18 sets of crossing signals and gates and 22 grade crossing surface upgrades as part of a $10 million, five-year cooperative effort between KCSR and the Mississippi Department of Transportation.

KCS, headquartered in Kansas City, is a transportation holding company that has railroad investments in the U.S., Mexico and Panama. Its primary U.S. holdings include KCSR and Texas Mexican Railway Company, serving the central and south central U.S. across 6,000 miles. Its revenue in 2005 was $1.4 million. - Paul Bryant, The Vicksburg Post

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SOLVING A PUZZLE CALLED PASSENGER COACH NO. 218

SNOQUALMIE, WA -- Restoring old train cars is like working a jigsaw puzzle. When you're done you don't want any missing pieces or leftovers.

Volunteers at the Northwest Railway Museum have started on a giant jigsaw puzzle. They recently moved Passenger Coach No. 218 into the Snoqualmie museum's new conservation and restoration center. The wooden train car, built in 1912, is being slowly dismantled while the crew measures and evaluates each timber and plank, each screw and nail.

No. 218 will be the first train car refurbished in the facility that was completed this year.
The $2.8 million center was built on a complex foundation of 160 piers to provide a footing in the loose soil.

The building, dedicated in August, includes a glassed-in overlook so visitors can see the restoration work and bays that give workers access to the undercarriages of train cars and locomotives.

"We've been putting the finishing touches on the building this fall," said Richard Anderson, executive director of the museum. "We've spent a few weeks on No. 218 but we're mostly doing research right now."

In order to restore the wooden coach to museum quality, all work needs to be documented.

Eventually, Anderson said, volunteers hope to restore the original maple hardwood floor and the brass hardware as well as make certain the coach is structurally sound and safe to carry passengers. The restoration will take about two years.

The car operated on several Northwest railroad lines and was considered a luxury carriage.

The conservation center also contains two other railroad cars. One, a caboose, was stripped down outside the Snoqualmie Depot some months ago. That project moved indoors when the building was completed. Volunteer crews are also doing minor maintenance work on an engine.

"Just the ability to do things without Western Washington dripping down your neck is a real joy," said James Sackey, who works at the museum. "A blue-sky garage is fine except when the roof leaks."

The conservation and restoration building is the first part of a three-phase, $4.3 million addition to the Northwest Railway Museum.

The museum was started in 1957. It owns about 35 acres surrounding the rail line that runs between Snoqualmie, Snoqualmie Falls and North Bend. Two depots in North Bend and Snoqualmie have been restored, and volunteers have kept excursion trains running by doing maintenance outdoors.

The museum is headquartered in the Snoqualmie Depot at 38625 S.E. King St., Snoqualmie. (The depot faces Railroad Avenue, which is also Highway 202.) It can be reached at 425-888-3030 or www.trainmuseum.org.

Train rides will resume in April. - Sherry Grindeland, The Seattle Times, courtesy Dick Seelye

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NORTH COAST RAILROAD AUTHORITY LOAN EXTENDED

EUREKA, CA -- The financially rebounding North Coast Railroad Authority is seeing more light at the end of the tunnel after it received a three-year extension for a loan it was supposed to have paid off this month.

NCRA’s original $170,000 loan — taken out from the Humboldt Bay Harbor, Recreation and Conservation District in 2004 — was intended to cover operating expenses during budgetary lean times.

The loan extension was passed by the Harbor District board of commissioners during its Thursday meeting by a 3-to-1 vote, with Commissioner Mike Wilson opposing and Commissioner Charles Ollivier — an NCRA board of directors member — sitting out after he recused himself to avoid any perception of a conflict of interest.

According to the amended agreement, the NCRA has until Dec. 31, 2009, to repay the principal.

Instead of simply renewing the conditions of the loan agreement as was done, Wilson said he felt the district should have updated the terms to be consistent with what other lending agencies would do in light of the interest rates that have increased by several percentage points since the district approved the loan in 2004.

The district stands to gain approximately $40,000 in interest over the additional three-year period.

But because Ollivier recused himself from voting on the loan extension, Wilson questioned staff about the appropriateness of having Ollivier sitting on the committee dealing with the NCRA issues and asked that the district’s legal counsel, who was absent from Thursday’s meeting, weigh in on the issue.

“I just want clarity,” Wilson said Friday.

Board President Ronnie Pellegrini assured commissioners at the meeting that the issue had been raised previously and was cleared by District Counsel Paul Brisso.

John Woolley, 3rd District supervisor and NCRA board of director member, thanked the board Thursday night for the extension on the loan and continued support, which he said has helped carry the public railroad entity through a “difficult financial period.”

“General funds are not as strong as they should be and we need all the funds available to continue with various projects,” Woolley said Friday.

With its newly hired railroad operator and a several million dollar boost in funding from the California Transportation Commission, Woolley said the NCRA is projecting to have portions of its lines south of Windsor repaired and operating as early as 2008. - Nathan Rushton, The Eureka Reporter

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POLICE ARREST DRIVER OF BUSS THAT CRASHED WITH CARGO TRAIN IN CENTERAL MEXICO, KILLING 22

CUAUTITLAN, MEXICO -- Mexican prosecutors said Friday that the driver of a bus that crashed into a freight train killing 22 people has been arrested on suspicion of homicide.

The bus was practically flattened on Thursday by the force of the impact at a railroad crossing in the city of Cuautitlan, just north of Mexico City. Some of the bodies were so badly mangled that establishing their identities was proving difficult.

Bus driver Jose Alberto Dominguez, 36, was arrested unharmed near the crash Thursday and was being held in custody for the deaths on Friday, the attorney general's office in the State of Mexico said in a news release.

Prosecutors said they had declarations from five witnesses, including some of the those injured in the crash, that showed the drivers culpability.

“There were several warnings with lights and whistles but in place of slowing down the driver accelerated trying to get passed the train,” it said the in the statement.

The statement said 22 people were killed the crash and 14 were injured, some of whom are in life threatening condition. - The Associated Press, The San Diego Union-Tribune

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I-70 DOOMED MISSOURI TOWN'S TRAINS, BUT NOT ITS DEPOT

BOONVILLE, MO -- The Missouri River, one of America’s original highways, gave birth to Boonville.

But the railroads gave it meaning. Now Interstate 70 is the town’s lifeline.

The passenger station known as Katy Depot was built on a vacant livestock lot in 1912. It soon became the unofficial town center. People

gathered there to gossip and watch the trains, as many as 30 a day, according to people who remember the glory days of trains.

“It was a beautiful building then,” said Pat Jackson, secretary of the Boonville Area Chamber of Commerce. “It was always busy. There were lots of trains coming and going in those days.”

Then Interstate 70 was completed in the early 1960s. It slowly reduced the train traffic as cars and trucks whizzed by on the new four-lane, divided highway. Stability gave way to mobility.

“After the interstate, you could watch the increase of semis,” said Jackson. “Today it’s like a semi-sandwich on I-70.”

The final train stopped at Katy Depot in 1986, ending a century-old era of passenger and freight service.

MKT Railroad offered the depot to the Boy Scouts, but the liability insurance was too expensive. There was also talk of making it into a restaurant. Union Pacific eventually bought it for storage. The state Department of Natural Resources later took possession of the decaying building.

Today, thanks to a $425,000 restoration effort, Katy Depot is again abuzz with activity, housing the Boonville Area Chamber of Commerce and Tourist Information Center plus the district offices of the Division of State Parks.

Half of the rebuilding funds came from the federal government, the other half from a community fund-raising drive sponsored by the chamber.

“We did a large swallow,” said Jackson, secretary of the chamber. “The people in Boonville wanted this restored.”

The chamber had the pick of space, choosing the train depot’s ladies’ waiting room for its main offices — and not without purpose.

“They tell us there were no spittoons in here,” Jackson mused. - Matt Milner, The Terre Haute Tribune-Star

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DEPOT MUSEUM TO MARK 80TH ANNIVERSARY OF ORANGE BLOSSOM SPECIAL

FORT MYERS, FL -- For all the sweet-scented, fiddle-backed, clickety-clackety nostalgia she left in her wake, the Orange Blossom Special had an all-too-brief place in Southwest Florida history.

But those colorful two-plus decades were enough to guarantee her a full-time place in the region's collective memory.

And next week, the Orange Blossom Special will be feted in a celebration of the 80th anniversary of the train's arrival in Southwest Florida.

The original event — the one that took place Jan. 7, 1927 — was one of the greatest celebrations in American railroad history, says Fort Myers resident Gregg Turner.

Former director and curator for the Railway & Locomotive Historical Society at Harvard Business School, Turner wrote about it all in the book, "A Milestone Celebration: The Seaboard Railway to Naples and Miami."

The events, which lasted almost a week, were arranged by Seaboard chairman S. Davies Warfield, writes Turner.

"He invited some 700 guests from 18 states and 90 cities. Most were wealthy investors, financiers, and important Seaboard customers," Turner says. "Warfield installed them aboard five separate sections of the OBS." A few celebrities were on board too, Turner says, including Florida Governor John Martin and Warfield's naughty niece — Wallis Simpson Warfield, who married into British royalty.

"All five editions of the OBS converged in Arcadia in the early morning of January 7th, 1927.

"Several thousand folks were on hand. Displays of locally grown fruits and vegetables were set out," Turner writes. "Warfield made some remarks as did Governor Martin. Both were presented with bouquets of orange blossoms and roses. Townspeople even handed over some 500 quail for the dining cars! But most of Warfield's entourage missed the event, for they were still slumbering in the Pullman cars."

Next, the trains traveled down the new extension convoy-style — one after the other — to Fort Myers, where they were once again met in grand style.

Bagpipers from St. Petersburg made music as did two bands, writes Turner. Residents with motorcars toured the visitors about the city.

Among those witnessing the event as a child was Sara Nell Gran of Fort Myers, who still remembers the festivities.

The Seaboard's new $75,000 station in Fort Myers had just been completed (it's owned today by Reilly Brothers). Years before, the Atlantic Coast Line Railroad began serving Fort Myers, which wasn't too happy with the Seaboard invasion, reports Turner.

The trains continued their southbound journey, stopping briefly at Estero and Bonita. Then they halted at Naples, where another big reception went off including lunch at the Naples Hotel. Some guests got boat rides, others took to the beach.

As the crowning amusement, neither the Naples depot nor a wye track (used to turn trains) were finished, Turner writes, "thus the specials had to back up all the way to Fort Myers!

"That evening the Warfield entourage was entertained at the Royal Palm Hotel. Then, the trains departed for the east coast where the Seaboard just completed a new extension between West Palm Beach and Miami."

Yet for all the money it spent in these parts, the Seaboard route between Fort Ogden and Naples, and with its branches to LaBelle and Iona, was short-lived, says Turner.

The legend lived on, though, helped no doubt by the popular tune first recorded by Ervin T. Rouse and Chubby Wise in 1938 and later released with words by Johnny Cash in 1965. Physically, what remained was torn up in the early 1950s.

"The splendid Mediterranean Revival depots at Fort Myers and Naples survive as does the freight house on Michigan Avenue in Fort Myers," Turner writes. "Further, an old Seaboard freight building on Pine Ridge Road stands — today occupied by an antiques store and Dos Locos Gringos.
A similar facility on the San Carlos Branch, which lately housed Nancy's Produce, corner of Summerlin and Gladiolus, was recently razed.

Yet next Sunday, at least, part of the story will end happily in the recently restored Seaboard depot in Naples at a party complete with 1920s music and wine and cheese. And who knows? You may even smell some orange blossoms in the air — along with the sweet strains of fiddle music. - Amy Bennett Williams, The Fort Myers News-Press

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'LAND OF MISFIT BOYS' OCCUPIED BY TRAIN LOVERS

OVERLAND, MO -- "The land of misfit boys," Bruce Brown says from his perch on the stool at the train store.

"Look at them," he says. "They look like little kids."

Brown motions toward the group of men over 50 who spend Friday mornings in the Electric Train Outlet, which boasts the Midwest's largest inventory of model trains.

Every Friday, over doughnuts and coffee, they talk trains, watch trains and have their own train sets repaired.

One of the regulars, a lawyer from Chesterfield, manipulates a remote-control switch that makes smoke puff, brakes squeal and little voices inside a little crane car yell things such as, "Swing the boom!"

The men stand over the sprawling display table, towering over miniature trees and hand-painted people the size of thimbles.

Misfit boys? Brown, 59, is one of them, of course. He is a customer who drives 90 minutes from his home in Chester, Ill., to get here. He has 400 feet of track in his basement at home. He and his wife, Mary, operate the trains every evening for an hour before going to bed.

"I have enough routes and scenery that it doesn't get boring," Brown says.

The camaraderie at the Electric Train Outlet keeps him coming here. And the antics of store owner Bob Jacobson.

"He's Santa Claus with an attitude," Brown says. "I really enjoy being around him."

And Jacobson knows trains.

'Service with abuse'

Jacobson is the proprietor of the Electric Train Outlet. He has been at the new, 5,000-square-foot building for about 18 months. Before that, he spent 12 years at a smaller facility farther west on Page. Before that, he ran a train store in St. Louis.

The Web site features a happy lion with the phrase, "Service with a smile."

But regulars scoff at that. They good-naturedly anointed him, "Service with Abuse," and he wears the label with some pride.

He doesn't suffer fools, especially when it comes to those who ask questions without ever bothering to read the directions.

"People come in, they're doctors, lawyers and Indian chiefs, but nobody can read," Jacobson says.

Operator error, is what Jacobson calls it.

This time of year, it seems, Jacobson spends half of his time fixing new trains. Regular customers love knowing that if they buy something from Jacobson, he'll fix it without charging for his labor.

'Serious training'

Experts say $500 million is spent annually on model railroads. And Jacobson has a corner on the Midwest.

"This is serious training, not just toys," says Rich Edwards, the lawyer from Chesterfield who is a regular at the Friday gatherings. "They have close to $1 million in inventory. Go to the east or go to the west, and you won't find anything like this."

Brown says: "I've been to Chicago train stores, and they have nothing like this. This fella is top-notch."

Jacobson still has the mountain that his son, Jason, helped build and decorate for the train layout when he was 5. Now Jason, 31, of Charlack, comes to the shop and still gets a kick out of things like the talking crane car.

Jason Jacobson said not every teenager these days is hung up on computer games. He's seen a lot more teens coming in by themselves buying track. "That blew me away," he said. "I haven't seen that in a while."

Modern-day trains, after all, have digital computers built in.

Bob Jacobson said he's impressed when the 5- and 7-year-olds come in with their grandpas and already know the makes of trains.

"They know this is a General locomotive, this is a Hudson, this is a Challenger."

Appeals to kids within

Starter sets are $189 and up at this store. Jacobson might steer grandparents toward these if their grandkids have a tendency to destroy things.

"Almost everybody in here is over 40. They've stayed in the hobby, and the kids are really coming back into it," Jacobson said. He attributes that renewed interest to the popularity of Thomas the Tank Engine and Polar Express.

Gene Garofalo, a retiree from Florissant, figures he's sunk $30,000 into his train setup. It spans 17 sheets of plywood. His favorite features are the miniature carnival, merry-go-round and restaurants.

"It took me two years to do the decorations," he said.

He's been to several train stores but lingered at Jacobson's store, at the old location, five or six years ago. "I went nuts when I saw that big layout," he said. "I came here with $7,000 and spent it all the first day."

Another regular is Fred McCoy of Town and Country, who started building his 350-square-foot train layout in his basement as soon as he knew his grandbaby was going to be a boy.

"He's nuts about it," McCoy says.

But McCoy acknowledges it wasn't built entirely for the grandson.

"Half for him, half for me." - Kim Bell, The St. Louis Post-Dispatch

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TROPICANA PLANS TO BUILD MORE RAILROAD TRACKS

BRADENTON, FL -- Tropicana Products Inc. wants to build additional railroad tracks and a covered loading dock for a warehouse on its property because its shipping service is growing.

The company plans to build approximately 1,150 feet of railroad track known as a spur and an 8,600-square-foot covered off-loading dock, according to the Manatee County Planning Department.

The company ships huge quantities of fresh juice to the rest of the nation and, rather than allowing its railcars to return empty, it operates a backhaul service to ship goods from other companies on the return trips. Tropicana's refrigerated railcars carry goods like ketchup, carrots and other food products destined for restaurant chains.

"The additional railroad tracks and dock will add in increasing the capabilities and efficiency of the Tropicana train and the train backhaul services," explained Karen May, Tropicana's manager of public relations. "Specifically, the additional track and dock infrastructure will facilitate the growth of the backhaul process."

The company currently uses the same docks for both outbound and inbound services. "The additional dock and track will help us increase efficiency and expand backhaul capabilities," she said.

As part of the project, plans call for an existing pond to be re-configured and a new stormwater lake dug, documents show. The company plans to fill a man-made retention pond in order to build the single railroad spur through it, officials said.

Because the company wants to remove trees, it has proposed planting 18 oak trees when its construction is finished on the 3.13 acres located at 1511 Ninth St. E.

The company hopes to finish construction within three years.

Tropicana's partner in the project is CSX Corp., a transportation company with whom the juice giant works closely in moving its products by railroad.

Other changes in the works at the company's campus on the edge of Bradenton include the demolition of parts of an old glass factory, designed to make room for construction of the company's new high-speed production line, May said. The additional production line is designed to increase the company's ability to support the roll-out of Tropicana Pure, a new line of 100 percent fruit juice blends the company launched in August. - Sara Kennedy, The Bradenton Herald

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TRANSIT NEWS

LATE AMTRAK TRAINS DELAY RAIL RUNNER

ALBUQUERQUE, NM -- Most days, Sandy Orcutt leaves her job in Downtown Albuquerque in time to catch the 16:10 northbound New Mexico Rail Runner Express train. That should put her in Bernalillo by about 16:30, but last Wednesday, events conspired against punctuality.

An Amtrak train heading on the same track in the opposite direction forced a delay. The Rail Runner had to wait a half hour for it to pass.

The delay didn't phase Orcutt, a native of Pennsylvania. It was better than driving on a day when the area received some 4 inches of snow, she reasoned.

"I know how to drive in inclement weather," she said. "My fellow New Mexicans don't."

Still, the delay grates on the nerves of Rail Runner officials, especially because it and other similar traffic jams shouldn't happen in the first place.

In recent months, Amtrak trains headed west to Los Angeles have occasionally delayed New Mexico Rail Runner Express trains by 10, 20, and last Wednesday, even 30 minutes. Besides the inconvenience for passengers, the delays set of a chain reaction of other timing problems, because a network of city and state buses are supposed to connect with the trains at the stations.

In the wake of the delay last week, with about 130 commuters on the northbound train affected, officials with Rail Runner and the BNSF Railway Company, which dispatches for Amtrak, are trying to put their heads together to fix the problem.

"(BNSF) did commit to working with their dispatchers to try and minimize or avoid any delays," Lawrence Rael, executive director of the Mid-Region Council of Governments, which operates the Rail Runner, said Wednesday.

That's important, because BNSF dispatch - based in Fort Worth - hasn't been giving Rail Runner the priority it deserves when an Amtrak train and Rail Runner train are heading toward each other on the same track, Rael said.

While it's common to see two tracks next to each other, much of the corridor is a single track, meaning trains must pull over to special turnouts - called "sidings" - and wait for others to pass.

It's the equivalent of ducking into a doorway when a car passes on a narrow European street.

Rail Runner, Amtrak and BNSF worked out a contractual pecking order, and Rail Runner is supposed to be on top.

The commuter train can force other trains to stop in a turnout for up to 20 minutes.

"You can't delay the Rail Runner" under the contract, Real said, but that's exactly what has happened.

"BNSF acknowledges there have been delays in the operation of the New Mexico Rail Runner Express," said Joe Faust, a director of public affairs for the railway giant. "However, we do out best to honor our commitment for on-time scheduling."

Meanwhile, Rail Runner is pursuing its own two-pronged solution to the problem.

Part one involves building two new turnouts, in Bernalillo and the Isleta area. Rail Runner will foot that bill, nearly $4 million, and it is scheduled to finish in a few months.

Part two: building a dispatch center in Downtown Albuquerque at a cost of $350,000.

The notorious unpunctuality of Amtrak trains complicate matters, too.

The eastbound Southwest Chief is scheduled to depart Albuquerque for Chicago every day at 12:55 p.m., generally avoiding Rail Runner trains, which operate mostly at peak commute hours.

But the westbound train rolls through town during the evening rush at unpredictable times.

In the past week, the train has left Albuquerque anywhere from 16:45 (on time) to 20:08 (nearly three and a half hours late), making it nearly impossible to coordinate with the Rail Runner.

In general, though, Amtrak trains can happily share the tracks with local commuter trains, said spokesperson Marc Magliari.

They do so in Los Angeles, Chicago and all over the northeast.

"Normally, when there's new service introduced there'll be some teething problems," Magliari said. "We all have an interest in making sure all of our passengers are satisfied." - Peter Rice, The Albuquerque Tribune

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WEST BELLEVUE RESIDENTS FAULT LIGHT-RAIL DECISION PROCESS

BELLEVUE, WA -- Sound Transit's decisions this month on light-rail routes through Bellevue were motivated more by frugality and politics than maintaining the quality of the system, say some west Bellevue neighborhood leaders.

The neighborhoods south of downtown have been most vocal about where they want the trains to go, and their preference is to run them near Interstate 405, either on 118th Avenue Southeast or an old rail corridor, and then perhaps through a tunnel under downtown.

Sound Transit decided Dec. 14 to toss out two routes along 118th and one on the rail corridor, leaving one route that would travel along I-405 from Interstate 90.

The best route south of downtown is probably more centrally located, along Bellevue Way or 112th Avenue Southeast, said Mary-Alyce Burleigh, a Sound Transit board member and Kirkland city councilwoman. The transit board will study four potential routes there.

According to neighborhood leaders, that's too close to homes, and will cause noise and traffic problems and require condemnation of property.

"These areas are built up and there are ways to do this without condemning people's homes," said Renay Bennett, president of the Bellecrest Neighborhood Association.

The transit board also decided to look at elevated, surface and tunnel routes downtown, and not just the tunnel options proposed by the Bellevue City Council. Transit officials said the added expense of a tunnel could mean dropping an extension of the line to downtown Redmond.

Bellevue neighborhood leaders say they want the line to get to downtown Redmond, but not at the expense of their community.

Sound Transit is looking at elevated and surface options in downtown Bellevue only to "appease" voters with the idea that the route will be affordable enough to reach Redmond, said Joseph Rosmann, president of the Surrey Downs Community Club.

"The board of South Transit is going on the cheap instead of emphasizing routes that might cost a little more to develop and protect neighborhoods," Rosmann said.

Voters next fall will be asked to approve an $11 billion Phase 2 plan for regional light rail that will include an expansion into Snohomish and Pierce counties, as well as the Eastside line.

Sound Transit this month selected 19 potential rail segments to study for an Eastside light-rail line but won't choose a preferred route until 2008. It will wait until April to decide whether the line ends near Microsoft or continues to downtown Redmond. - Ashley Bach, The Seattle Times

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CANAL STREETCAR BACK IN OPERATION

NEW ORLEANS, LA -- Regional Transit Authority streetcars are back in operation on Canal Street from the river to the cemeteries and also on the City Park spur route from Canal to Beauregard Circle, the RTA said Friday.

Buses had been running on the Canal route since Tuesday while repairs were made to a break in a Sewerage & Water Board pipe at Canal and Gayoso streets. Work on the break has been completed.

Passengers again should board streetcars on the neutral ground rather than waiting for buses on the sidewalk.

Service on the Riverfront streetcar line and the St. Charles line's Lee Circle loop continues as normal. - The News Orleans Times-Picayune (ED. NOTE: The term "neutral ground" means the median in New Orleans. - LWG)

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CREATING PUBLIC TRANSPORTATION IS THE REGION'S NEXT STEP

SAUK VALLEY, IL -- We've been writing a lot about highways this week - Interstate 88 and U.S. 30 in particular.

Our three-day series, "Sauk Valley at the Crossroads," which wrapped up Saturday, explored the past, present and future impact of these roads.

Businesses want convenient transportation, and our region has benefited by the arrival of several large employers, lured in part by close proximity to I-88. Just in 2006 alone, our area saw the opening of a massive Wal-Mart Distribution Center near Sterling, the start of construction for UPM Raflatac, a labelstock factory on Dixon's southern edge, plus some retail expansion near I-88.

The highway also benefits people who want to live in the Sauk Valley and commute elsewhere to work. These road warriors regularly depart eastward for DeKalb, or farther to Aurora, or even farther to the western suburbs of Chicago, to earn their daily bread. Others hop on the interstate and head westward for employment in the Quad Cities.

We would like to address these long-distance commutes. Obviously, high-quality four-lane roads make such lengthy trips possible on a daily basis.

However, we believe the Sauk Valley is mistaken by pinning all its transportation hopes on privately-owned motor vehicles driving along such highways. Should gasoline prices skyrocket again, commuters are left with no option but to pay through the nose and cut back in other areas. Should growth ensue, we could set ourselves up for suburban-style traffic jams.

Public transit is an important element of any transportation network. Unfortunately, in this category the Sauk Valley is, shall we say, underserved.

Underserved may be putting it mildly. Let's take a quick inventory of our region's public transportation options:

Passenger trains? None to speak of. The closest Amtrak cities are Princeton and Mendota.

Passenger buses? No, not since Greyhound pulled out of Rock Falls in August 2004.

Passenger air travel? There have been no regularly scheduled commercial flights since April 1999, when United Express discontinued service to the Whiteside County Airport, Rock Falls. The closest passenger air service is in Rockford and Moline.

Within our communities are a few taxi cabs, some charter bus companies and human service agencies that operate their own transportation systems, but none fulfills the role we envision.

Just as the interstate highway had to be built to attract business, we believe some type of public transportation must be established to widen opportunities and, we hope, attract more people.

Railroad tracks already are in place linking the Sauk Valley with Chicago. Though the tracks are kept quite busy with freight trains, we'd like to see a push to also offer passenger service. Perhaps, on a limited basis on weekends, round-trip rail service to the Chicago area could be offered to give local folks a taste of rail travel. Then, if demand warranted, the service could be expanded.

Likewise, some kind of public transportation system is needed to link the Sauk Valley to the Quad Cities and Rockford.

The return on investment might not be immediate, but with Illinois' expanding population, it will pay off sometime down the road.

If you build it, they will come. It worked for Interstate 88 and U.S. 30. Let's also make it work for public transportation. - Editorial Opinion, Sauk Valley Newspapers -The Dixion, Sterling & Rock Falls Telegraph & Daily Gazette

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DISABILITY ACTIVISTS RAP LIRR

NEW YORK CITY, NY -- A disabled riders advocacy group plans to issue a report slamming the MTA and the Long Island Rail Road for failing to comply with the Americans with Disabilities Act and allowing dangerous platform gaps that have caused hundreds of injuries.

A draft of the report, obtained by Newsday and scheduled to be released Jan. 4, rejects the findings of a state investigation, which found the LIRR bore no responsibility for the August death of Natalie Smead.

Smead fell through a gap at the Woodside station and was struck by a train.

The report by the Disabled Riders Coalition also shows that two weeks before Smead's death, the MTA, in a letter to the U.S. Department of Transportation, objected to a proposed regulation that would set a 13-inch maximum for commuter railroad gaps on curved sections of track.

"The LIRR may believe that gaps of 15 inches are acceptable, but we do not," the draft report says. "We conclude that gaps of such magnitude are not only in direct violation of the ADA, but are a threat to rider safety."

MTA and LIRR officials declined to comment on the coalition's findings Friday, saying they had not seen a copy of the report.

LIRR officials previously have said that the railroad complies with the ADA through the use of bridge plates - metal ramps extending from the train car to the platform that are deployed manually by railroad personnel on request.

The ADA, which mandates a maximum horizontal gap of 3 inches and a vertical gap of 5/8 inches, allows the use of bridge plates where those requirements are not "feasible."

But the coalition's report argues that the LIRR has never demonstrated the infeasibility of implementing the ADA guidelines at its stations.

U.S. Department of Transportation guidelines state that each station must be evaluated "on an independent, case-by-case basis."

The Disabled Riders Coalition obtained a July 24, 2006, letter to the DOT from Fredericka Cuenca, an MTA special adviser on safety issues. Cuenca wrote that Metro-North and LIRR use bridge plates "due to an inability to meet the gap requirements at most stations."

But LIRR officials have acknowledged that before Smead's death they had never conducted a study of gaps throughout their system.

In the letter, Cuenca also acknowledged that gaps on Metro-North and the LIRR "occasionally exceed" 10 inches on straight track and 13 inches on curved track.

Referring to proposed changes in regulations on implementing the ADA guidelines, Cuenca objected to proposed maximum gaps of 10 inches on straight track and 13 inches for curved track.

The coalition's report also criticized the state Public Transportation Safety Board's investigation, saying that had the gap met ADA guidelines.

"Ms. Smead never would have fallen through the gap in the first place," the report said. - Jennifer Maloney, Newsday

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THE END