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|TrainWeb Reports & Web Sites:||Featured Today||Past Highlights||Previously Featured||Slideshows||The Big Stories||Directory|
|APRIL 30, 1998||
EASTERN RAILROAD NEWS
Norfolk Southern confirmed yesterday that the SD70 order to be constructed at Altoona, will be emerging as "Conrail" 2557-2580. With construction of the SD70MAC's nearly complete, Conrail is ready to begin building and assembling the (NS) SD70's. Early speculation had the SD70's placed on the floor in late June. The May start for construction is well ahead of schedule. The Conrail SD70's will be constructed with the old-style "Spartan" cab. This order will also feature cab signals and LSL equipment for operation over Amtrak. The first SD70 could be rolling off of the assembly line by mid to late May. -Norfolk Southern, Kevin Burkholder
|4130||Buffalo, NY||4/30/98||07:55 ET||NFSE-0|
|4131||Buffalo, NY||4/30/98||07:55 ET||NFSE-0|
|4132||Elkhart, IN||4/26/98||16:30 CT||HELD|
|4133||Elkhart, IN||4/26/98||16:30 CT||HELD|
|4134||Indianapolis, OH||4/30/98||07:30 ET||INTO-9|
|4135||Indianapolis, OH||4/30/98||07:30 ET||INTO-9|
|4136||Elkhart, IN||4/30/98||08:35 CT||SFSE-9|
|4137||Elkhart, IN||4/30/98||08:35 CT||SFSE-9|
STEEL TRAIN CORRECTIONS
The new steel trains that originate in Philadelphia this week (from yesterdays news) are the PEJ-01, 03, 05 and counterpart EJP-02, 04, 06. We accidentally transposed the E and the J on the previous report. These trains are unit steel slab trains consisting of 70-80 gondolas. They are interchanged to the Elgin Joliet & Eastern at Pine, Indiana. -update from Rob Palmer
OCS TRAIN BUSY WEEK
You can also view the Office Car Specials:
Conrail's OCS-101 was doomed from the word go yesterday. Arriving Harrisburg as SPL-501, OCS-501 had detoured from Cleveland to Buffalo, NY and then down the Buffalo Line. This detour was forced by a PIOI-8X derailment at Latrobe, PA. The detour caused the train to arrive nearly 10 hours later than scheduled. When the train was able to get out of Harrisburg, it ran into a parade of Harrisburg Line trains, overflow from the previous days derailment. Held at several locations on the way east, the train arrived Reading an hour after the advertised arrival. If you thought this was the end of it you are wrong. The train attempted to depart Reading after an hour of "sitting", and got stuck behind a ballast train. The ballast train encountered a hot journal at Sinking Spring and tied up the main for another hour. Adding insult to injury, PIBE-8 went into emergency on track two, further delaying the OCS. Train did not pass back through Harrisburg until late in the night. -Kevin Burkholder
A PICTURE'S WORTH $200?
Alright, so that's not the saying! Yesterday, several over-zealous railfans took it upon themselves to trespass in several critical operational areas. This trespassing has not been tolerated by Conrail in the past and was not yesterday. In the Reading area alone, nearly a dozen "railfans" were issued citations within the confines of Reading Yard. I was asked to pass on that no picture is worth your life. Please use some common sense when you are "near" railroad property. The OCS train is a treat to photograph, but is it worth a $200 fine...or your life? -Kevin Burkholder
A ruling by the Canadian Transportation Agency (CTA) means Canadian grain farmers and other industry stakeholders will remain in the dark about a recent secret agreement between the Canadian Wheat Board (CWB) and CN, according to Canadian Pacific Railway (CPR) .
"CPR is disappointed with today's decision. While we respect the Agency's ruling, it now seems apparent that no-one, including farmers, will ever see what arrangements have been made on their behalf by the CWB and CN," Rick Sallee, vice-president of agri-products and coal at CPR, said today.
The CTA decision came in response to motions filed yesterday by CPR, seeking disclosure of the secret CWB-CN agreement announced April 17. As a result of the agreement, the CWB withdrew its level-of-service complaint against CN, which was the subject of current CTA hearings in Saskatoon.
The public hearings, which began March 30, were launched to investigate a CWB complaint about the performance of CN and CPR in the movement of grain last winter. The CWB has not withdrawn its complaint against CPR.
In its motion, CPR had
sought disclosure of the secret CWB-CN agreement, arguing the settlement
had a bearing on the hearings and that it compromised the fairness of the
proceedings. The CWB initially said it
would make public parts of its secret agreement, but backtracked last weekend, announcing it does not intend to disclose terms of the deal.
"CPR is prepared to move
forward and present its case so that the whole industry, including producers,
will see what transpired last winter, and can see for themselves that we
were not at fault for transportation
delays," Mr. Sallee said.
"While farmers, among others, may not ever know about the CWB-CN agreement, they will at least hear our side of the story, which will conclusively demonstrate that CPR spared no expense or effort in recovering from a legendary winter."
Mr. Sallee said CPR is not in settlement talks with the CWB and that the railway is determined rather to present its case to the Agency and the public. He added that by failing to defend itself at the hearings in favor of a settlement with the CWB, CN has left itself vulnerable to media and public speculation about its responsibility for grain transportation delays on CN lines last winter.
In presenting its case to the public hearings, Mr. Sallee said CPR will be able to dispel the false impression being created in the media by the CWB about the conclusions that can be drawn from the secret settlement with CN.
"While the CWB is attempting to manipulate public opinion through secrecy, CPR will correct the public record with facts. We will demonstrate that, without a doubt, CPR is not at fault."-Canadian Pacific Railway
Canadian National announced today that forty-six industrial facilities across North America have received Safe Handling Awards for 1997, eight more than last year. The awards recognize the achievements made by CN customers over the past year to handle regulated goods safely.
"When it comes to safety, our customers are a key part of CNís quest to be the best," says Hunter Harrison, executive vice-president and chief operating officer. "Our employees and customers are meeting the safety challenge together. From a motivational standpoint, thereís nothing like recognition to encourage people to work towards even higher goals. The Safe Handling Awards recognize those who go the extra mile to ensure safe operations."
The Safe Handling Awards program complements a number of other efforts aimed at making CN the safest railway in North America, including: track and equipment safety standards that exceed government requirements, high-tech track and equipment monitoring devices, and employee safety recognition programs.
"With the list of winners growing longer and an increasing number of shippers taking part in the program year after year, CNís Safe Handling Awards are obviously being taken quite seriously," continues Hunter Harrison. "It should also be noted that four companies have consistently won awards every year since the start of the program seven years ago. These companies have made a long-term commitment to safety, and we congratulate them for their efforts."
Awards are given annually to CNís customers who ships a minimum of a 100 carloads in a calendar year, and meet established safety targets.
The Safe Handling Awards complement Responsible Care® - an initiative of the Canadian Chemical Producersí Association and the US Chemicals Manufacturers Association. In 1997, CN became the first transportation company to become partner in Responsible Care® for Canada and the US.
THE DIRT ON THE BEL-DEL
The Bel-Del "Dirt Train" seems to be in full operation again, usually passing loaded through Phillipsburg, NJ between 08:00 ET and 09:00 ET weekdays. Power has been a trio of GP9's, a Black River and Western and two green ex-Vermont Railway units. The Bel-Del red caboose also frequents this train. The return empty trip doesn't seem to be at any regular time. -Todd Griffith
DIVIDENDS AND CCCL ACQUISITION
At its regular quarterly meeting on April 29, 1998, the Board of Directors of the Providence and Worcester Railroad Company declared a dividend of $.03 per share on the outstanding Common Stock of the Company, payable May 28, 1998 to shareholders of record on May 14, 1998.
The Company also announced
that it has completed its acquisition of Connecticut Central Railroad Company
(``CCCL'') pursuant to the stock exchange agreement previously announced
in October of 1997. CCCL is a
freight railroad with operations over approximately 17 miles of rail properties owned by the State of Connecticut in and around Middletown, Connecticut pursuant to a long term agreement with the State. CCCL also possesses freight rights on a 11 mile line extending from Cromwell, CT to Hartford, CT which is currently out of service. -Providence & Worcester
RAILTEX ACQUIRES MORE INDIANA INTERESTS
RailTex, Inc. announced that its wholly owned subsidiary, RailTex Acquisition Corp., has entered into a definitive agreement to acquire for $14.1 million the stock of Central Properties, Inc. ("the CPI"), a privately held company which owns 100 percent of the stock of two railroads in Ohio and Indiana. The Central Railroad of Indianapolis ("the CERA") operates over approximately 73 miles of rail line in north central Indiana: a 17 mile north-south line between Kokomo and Tipton, IN and a 56 mile east-west line from Marion through Kokomo to Frankfort, IN. The Central Railroad of Indiana ("the CIND") currently owns and operates approximately 81 miles of rail line between Cincinnati, Ohio and Shelbyville, Indiana. The CIND also has overhead trackage rights over 96 miles between Shelbyville and Frankfort, Indiana which allows for connection with the CERA. The two railroads generated, approximately 18,000 carloads in 1997, primarily from the transport of farm products, chemicals and non-metallic minerals. The CPI had a consolidated 1997 operating ratio of 75.4%.
"This acquisition fits perfectly into RailTex's acquisition strategy," said RailTex CEO Bruce Flohr. "The CIND and CERA have a good traffic base and have posted solid operating results. In addition, the CIND is physically positioned between two of our core properties -- the Indiana Southern Railroad (the "ISRR") and the Indiana and Ohio Railroad system (the "IORY") and provides a strategic extension of the IORY System from Cincinnati to the Ohio River and up toward Indianapolis."
The acquisition of CPI
will create a 900 mile rail network in central Indiana and western Ohio.
The Company anticipates that it will realize significant operating and
marketing synergies through the sharing of resources
between the four railroads, including management, motive power, and other administrative and operating functions.
The timing of the closing is dependent on, among other things, regulatory filings and CPI shareholder approval. The Company currently expects to close this transaction prior to the end of the 2nd quarter.
RailTex, Inc. is North America's leading short line railroad organization, providing freight service over approximately 3,900 miles of track in the United States, Canada and Mexico. The Company owns an approximate 10% equity interest in the Ferrovia Centro Atlantica, S.A., and an approximate 6% equity interest in the Ferrovia Sul Atlantico, S.A., which operate railroads in central, eastern and southern Brazil. -Railtex
RARE EQUIPMENT ACQUIRED IN SOUTH CAROLINA
Producers of a TV pilot movie being made by Arron Spelling Productions in Wilmington, NC contacted South Carolina Railroad Museum in early March. They were in search of a railcar that could be used to make a Civil War-era stock car. The movie people liked three of the Museum's freight cars, and borrowed them for the movie. The price for the use of the cars was their cosmetic restoration.
The three cars used are all relatively rare. Perhaps the most unusual is flatcar #234. This car, of unknown origin, was in use at the Guingard Brick Company's Columbia, SC factory (now closed) when it was "discovered" by Museum member Howard Shepherd in 1967. The car's value is in its rare Fox patent trucks. The movie crew replaced the flatcar's deck and repainted it.
The second car was a "shorty"
flatcar. This archbar-trucked car started life as a side-dump car. The
dump body was removed and replaced with a flat deck in the 1970s. The movie
crew built a stock car body and
mounted it on the car's flatcar frame to create their Civil War stock car.
The last car used was Southern Railway transfer caboose XC-6. Constructed by Southern's Hayne shops in 1955, this car and sister XC-5, also in the Museum's collection, spent its entire operating life in Charleston, SC. Work performed on this car included a new deck and floor inside, along with paint.
All three cars were painted
by the movie company in a weathered oxide red. They are lettered for the
SOU predecessor Charlotte, Columbia & Augusta RR. Per the movie company's
request, the Museum will retain this paint for some time. Eventually, however,
the transfer caboose will be restored to its Southern Railway paint. The
stock car will probably remain "CC&A #1233." No descisions have been
made on the flat car's
final paint scheme. Due to a lack of space, all three cars are temporarily stored away from the Museum's exhibit yard at Rockton. However, the Museum hopes to have them on display soon.
Photographs of the stock car and the flat car are available on the Museum's website. Visit the Freight Car page of the Roster section of the site to see the cars at http://www.scrm.org/rosters/frt -Matt Conrad
|Please check this location daily, as new information will be posted, as it becomes available. If you have news to report or information regarding railroads in the Eastern United States, please send e-mail to Kevin Burkholder at KBurkholder@psghs.edu|
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