Train blowing snow just north of Jamestown, ND.
These are from the brother of a railroad employee.
Just thought some of you might like to see a little snow from ND. In some places we have had record amounts but we still get around.
Tuesday, March 31, 2009
Clearing snow from tracks in North Dakota
Received the following pictures and some abbreviated text via email. I think these pictures are of the Red River Valley and Western Railroad between Pingree, ND and Woodworth, ND. They are clearing drifts that must be more than 10 feet deep. Amazing pictures. Compare this to our post on Thursday, Feb. 12, 2009, titled CP snowplow and locomotives derailed in Ruso, ND.
Train blowing snow just north of Jamestown, ND.
These are from the brother of a railroad employee.
Just thought some of you might like to see a little snow from ND. In some places we have had record amounts but we still get around.
Train blowing snow just north of Jamestown, ND.
These are from the brother of a railroad employee.
Just thought some of you might like to see a little snow from ND. In some places we have had record amounts but we still get around.
Monday, March 30, 2009
Lets do the Time Warp...Again!!!!
Received the following via email from Kermit Geary, Jr. Text, photos, and captions are his.
Back at Rook Yard, Rook, PA today to re-start the Wheeling & Lake Erie test on Monday. Looking at the yard from US 22, it was like being in a time warp back to the 1980's in Colorado! TWO SD40-T-2's in FULL (well a little WE above the #'s on the cab) DRGW paint sunning themselves in the yard!!! Shades of Minturn, CO!!!
WE 5413 - 5391 at Rook, PA 3-22-2009
Back at Rook Yard, Rook, PA today to re-start the Wheeling & Lake Erie test on Monday. Looking at the yard from US 22, it was like being in a time warp back to the 1980's in Colorado! TWO SD40-T-2's in FULL (well a little WE above the #'s on the cab) DRGW paint sunning themselves in the yard!!! Shades of Minturn, CO!!!
WE 5413 - 5391 at Rook, PA 3-22-2009 
DRGW-East 5413 & 5391 of the WE sun themselves at Rook Yard, PA 3-22-2009
WE 5391 at Rook Yard, Rook, PA 3-22-2009
Sunday, March 29, 2009
World's largest model train layout
The following is an Associated Press article posted on MSNBC.com, and if you go to the following web site you will find a link to a video related to this story.
http://www.msnbc.msn.com/id/29897277/
Giant train set becoming major German draw
Twin brothers create miniature world that snakes along eight miles of track
HAMBURG - It's billed as the world's largest model train set — a miniature world that snakes along eight miles (12 kilometers) of track, amid fields, cities, even the snowcapped Swiss Alps.
And it's quickly becoming one of Germany's biggest tourist attractions.
Twin brothers Frederick and Gerrit Braun, 41, have turned their boyhood passion for model railroads into a lucrative private museum called Miniatur Wunderland that has kept adding track since its 2001 opening and drew 1 million visitors last year.
"It's a dream," said Gerrit Braun, who only reluctantly joined his insistent brother in the project, fearing it could be a money loser. "We still can't believe how successful it's been. Every year gets better than the year before."
Set on three floors in an old warehouse along the Elbe River, Miniatur Wunderland features realistic replicas of parts of Scandinavia, Germany, Switzerland, Austria and the U.S. Figurines about a half-inch (just over one-centimeter) high represent people in all walks of life.
About 20 percent of the trains were produced by iconic German model railway maker Maerklin Holding GmbH, which filed for bankruptcy protection last month after it was unable secure new credit amid the global credit crunch.
Last month, Miniatur Wunderland ordered 150,000 euros ($200,000) worth of new products from the company as an expression of faith in it.
"We believe in the brand," said Sebastian Drechsler, half brother to the Braun twins and one of the 180 museum employees. "We think it's impossible that the brand will die."
In one section, police surround a crime scene in central Germany where a bloody ax lies on a river bank while the victim floats in a river. In another, a shark chases a scuba diver beneath the water in the Florida Keys. Elsewhere, a sumptuous palace in Bavaria burns, spewing real smoke, and prompting miniature fire trucks with flashing lights and sirens to rush to the rescue.
On Thursday, a swarm of people crowded around that scene. Children could be heard crying out "cool!" and pushing their parents to take photos.
But the fascination crossed all generational lines.
"The fire truck has just left!" exclaimed 75-year-old Ingeborg Gehrmann as a bright red truck left its miniature fire department. She and her husband traveled two hours by bus from their home in Hannover to see the train set — and were not disappointed.
"There's still a bit of child in me," Gerhmann said, her eyes sparkling.
As the visitors walk through the rooms, workers at a control center monitor about 45 computer screens that show the movement of trains. About 30 accidents occur every day, often involving trains derailing or colliding, said Drechsler. When that happens, someone is dispatched to fix the problem.
For Drechsler, the key to the museum's success is "its mixture of technology and fairy tale atmosphere."
One things is certain: the brothers want an even bigger miniature world to control, and plan over the next years to create scenes from Italy or France, and later parts of Africa or India.
"We want to keep on building for ever," Gerrit Braun said.
http://www.msnbc.msn.com/id/29897277/
Giant train set becoming major German draw
Twin brothers create miniature world that snakes along eight miles of track
HAMBURG - It's billed as the world's largest model train set — a miniature world that snakes along eight miles (12 kilometers) of track, amid fields, cities, even the snowcapped Swiss Alps.
And it's quickly becoming one of Germany's biggest tourist attractions.
Twin brothers Frederick and Gerrit Braun, 41, have turned their boyhood passion for model railroads into a lucrative private museum called Miniatur Wunderland that has kept adding track since its 2001 opening and drew 1 million visitors last year.
"It's a dream," said Gerrit Braun, who only reluctantly joined his insistent brother in the project, fearing it could be a money loser. "We still can't believe how successful it's been. Every year gets better than the year before."
Set on three floors in an old warehouse along the Elbe River, Miniatur Wunderland features realistic replicas of parts of Scandinavia, Germany, Switzerland, Austria and the U.S. Figurines about a half-inch (just over one-centimeter) high represent people in all walks of life.
About 20 percent of the trains were produced by iconic German model railway maker Maerklin Holding GmbH, which filed for bankruptcy protection last month after it was unable secure new credit amid the global credit crunch.
Last month, Miniatur Wunderland ordered 150,000 euros ($200,000) worth of new products from the company as an expression of faith in it.
"We believe in the brand," said Sebastian Drechsler, half brother to the Braun twins and one of the 180 museum employees. "We think it's impossible that the brand will die."
In one section, police surround a crime scene in central Germany where a bloody ax lies on a river bank while the victim floats in a river. In another, a shark chases a scuba diver beneath the water in the Florida Keys. Elsewhere, a sumptuous palace in Bavaria burns, spewing real smoke, and prompting miniature fire trucks with flashing lights and sirens to rush to the rescue.
On Thursday, a swarm of people crowded around that scene. Children could be heard crying out "cool!" and pushing their parents to take photos.
But the fascination crossed all generational lines.
"The fire truck has just left!" exclaimed 75-year-old Ingeborg Gehrmann as a bright red truck left its miniature fire department. She and her husband traveled two hours by bus from their home in Hannover to see the train set — and were not disappointed.
"There's still a bit of child in me," Gerhmann said, her eyes sparkling.
As the visitors walk through the rooms, workers at a control center monitor about 45 computer screens that show the movement of trains. About 30 accidents occur every day, often involving trains derailing or colliding, said Drechsler. When that happens, someone is dispatched to fix the problem.
For Drechsler, the key to the museum's success is "its mixture of technology and fairy tale atmosphere."
One things is certain: the brothers want an even bigger miniature world to control, and plan over the next years to create scenes from Italy or France, and later parts of Africa or India.
"We want to keep on building for ever," Gerrit Braun said.
Norfolk Southern To Host First-Quarter 2009 Earnings Conference Call
Received the following via email.
March 27, 2009
NORFOLK SOUTHERN TO HOST FIRST-QUARTER 2009 EARNINGS CONFERENCE CALL
NORFOLK, VA. -- Norfolk Southern Corporation (NYSE: NSC) will present its first-quarter 2009 earnings on Wednesday, April 22, 2009, at 9 a.m. EDT via teleconference and live Internet webcast. The company expects to issue its earnings results after market close on Tuesday, April 21, 2009.
Those interested in participating via teleconference may dial 877-869-3847 (domestic) or 201-689-8261 (international) several minutes prior to the call. An audio replay will be available until April 29, 2009, following the live broadcast by dialing 877-660-6853 (U.S. callers) or 201-612-7415 (callers outside the U.S.) and using pin 2861 and replay number 314342 for both numbers.
In conjunction with the call, a live webcast will be accessible, and presentation materials will be posted on the company's eb site at www.nscorp.com under the Investors section. Following the earnings call, an Internet replay of the presentation will be archived on the company's Web site. In addition, the replay will be available for download to a portable audio player or computer as an MP3 - or podcast - file. Both the replay and MP3 file can be found at www.nscorp.com in the Investors section.
For electronic notification of earnings events, subscribe to NSInvest, Norfolk Southern's e-mail distribution list for news releases on earnings and issues pertaining to the financial performance of Norfolk Southern Corporation. To subscribe, follow directions on our Web site under the Investors tab.
Norfolk Southern Corporation is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states, the District of Columbia and Ontario, Canada, serving every major container port in the eastern United States and providing superior connections to western rail carriers. NS operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
###
Norfolk Southern contacts:
(Media) Frank Brown, 757-629-2710 (fsbrown@nscorp.com)
(Investors) Leanne Marilley, 757-629-2861 (leanne.marilley@nscorp.com)
March 27, 2009
NORFOLK SOUTHERN TO HOST FIRST-QUARTER 2009 EARNINGS CONFERENCE CALL
NORFOLK, VA. -- Norfolk Southern Corporation (NYSE: NSC) will present its first-quarter 2009 earnings on Wednesday, April 22, 2009, at 9 a.m. EDT via teleconference and live Internet webcast. The company expects to issue its earnings results after market close on Tuesday, April 21, 2009.
Those interested in participating via teleconference may dial 877-869-3847 (domestic) or 201-689-8261 (international) several minutes prior to the call. An audio replay will be available until April 29, 2009, following the live broadcast by dialing 877-660-6853 (U.S. callers) or 201-612-7415 (callers outside the U.S.) and using pin 2861 and replay number 314342 for both numbers.
In conjunction with the call, a live webcast will be accessible, and presentation materials will be posted on the company's eb site at www.nscorp.com under the Investors section. Following the earnings call, an Internet replay of the presentation will be archived on the company's Web site. In addition, the replay will be available for download to a portable audio player or computer as an MP3 - or podcast - file. Both the replay and MP3 file can be found at www.nscorp.com in the Investors section.
For electronic notification of earnings events, subscribe to NSInvest, Norfolk Southern's e-mail distribution list for news releases on earnings and issues pertaining to the financial performance of Norfolk Southern Corporation. To subscribe, follow directions on our Web site under the Investors tab.
Norfolk Southern Corporation is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states, the District of Columbia and Ontario, Canada, serving every major container port in the eastern United States and providing superior connections to western rail carriers. NS operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
###
Norfolk Southern contacts:
(Media) Frank Brown, 757-629-2710 (fsbrown@nscorp.com)
(Investors) Leanne Marilley, 757-629-2861 (leanne.marilley@nscorp.com)
Friday, March 27, 2009
High-speed rail
There is an interesting article from the AP that is posted on http://www.msnbc.com/ about high speed rail in the United States, government stimulus money, and reality. The article is titled Billions for high-speed rail; anyone aboard? and the link is
http://www.msnbc.msn.com/id/29900655
http://www.msnbc.msn.com/id/29900655
Weekly Rail Carloading Report - Week 11, 2009
There is an interesting report available on the web that is "A Weekly Report of North American Rail Freight Traffic by Major Railroad and Commodity." It is currently showing data for week 11 of 2009.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Also check out our post on Monday, 3/16/09, titled Railroads Could Telegraph Rebound.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Also check out our post on Monday, 3/16/09, titled Railroads Could Telegraph Rebound.
Note: This web site has new tables and graphs every Thursday. So, if I am late or miss a week with this blog posting, you can check for new data on Thursdays.
Thursday, March 26, 2009
Spring Break, 2009 - Shortline Division
Received the following via email from Kermit Geary, Jr. Text, photos, and captions are his.
Also see two posts below - Spring Break 2009.
In the sea of class ones, we did manage to see some shortline operations. Not as much as I would have liked, but it wasn't my trip!
The biggest disappointment was the Northern Ohio & Western (NOW) with no units actually lettered for the operation...had a hard time deciding if I was in Kansas or Canada!!!!!!
RJ Corman 4119 in new paint at Dover, OH 3-21-2009
Also see two posts below - Spring Break 2009.
In the sea of class ones, we did manage to see some shortline operations. Not as much as I would have liked, but it wasn't my trip!
The biggest disappointment was the Northern Ohio & Western (NOW) with no units actually lettered for the operation...had a hard time deciding if I was in Kansas or Canada!!!!!!
RJ Corman 4119 in new paint at Dover, OH 3-21-2009 
Central Kansas 701 at Tiffen, OH on NOW 3-20-2009
Hudson Bay Railway 1701 at Tiffen, OH on NOW 3-20-2009
OHCR 7137 - WE 6382 on WE at Jewett, OH 3-19-2009
Wednesday, March 25, 2009
Spring Break, 2009 - Freight Car Division
Received the following via email from Kermit Geary, Jr. Text, photos, and captions are his.
Also see post below - Spring Break 2009 in Northern Ohio
Some times the freight cars are just more interesting than the cookie-cutter type of engines out there today!
N&W 11111 at Fostoria, OH
Also see post below - Spring Break 2009 in Northern Ohio
Some times the freight cars are just more interesting than the cookie-cutter type of engines out there today!
N&W 11111 at Fostoria, OH 
CSXT 297051 at Fostoria, OH Fun with decals
CSXT 297104 at Fostoria, OH more fun with decals
L&N 242460 at Fostoria, OH Still some left
Tuesday, March 24, 2009
Yet another death between the rails
I really don't like posting these news items, but I do it to remind and warn our readers that railroad property is a dangerous place. Police will now step their surveillance of railroad property, but they cannot be everywhere all the time. Besides, that is not the best way to prevent these tragadies. Please behave safely while railfanning.
The following article is from The Courier-News (NJ) for Tuesday, 3/24/09. It has not yet been determined if this was an accident or a suicide.
Bridgewater man struck, killed by train
A 47-year-old township man was struck by a NJ Transit commuter train and killed just before 10 p.m. Sunday on the Raritan Valley line near Central Avenue, west of Finderne Avenue in the Finderne section.
Autopsy results are pending for John F. Alexander, who lived within walking distance of the scene, said Somerset County Prosecutor Wayne J. Forrest.
Alexander was struck by a NJ Transit commuter train traveling westbound, Forrest said.
A witness told authorities he saw the victim, who appeared to be deliberately on the rail line, just moments before being struck, Forrest said.
Forrest said the Alexander is suspected of consuming alcohol prior to being hit by the fast-moving train.
The Bridgewater Police Department, NJ Transit Police, CSX Transportation Railroad Police and the Somerset County Prosecutor's Office Major Crimes Squad were all involved in the investigation.
Michael Deak
The following article is from The Courier-News (NJ) for Tuesday, 3/24/09. It has not yet been determined if this was an accident or a suicide.
Bridgewater man struck, killed by train
A 47-year-old township man was struck by a NJ Transit commuter train and killed just before 10 p.m. Sunday on the Raritan Valley line near Central Avenue, west of Finderne Avenue in the Finderne section.
Autopsy results are pending for John F. Alexander, who lived within walking distance of the scene, said Somerset County Prosecutor Wayne J. Forrest.
Alexander was struck by a NJ Transit commuter train traveling westbound, Forrest said.
A witness told authorities he saw the victim, who appeared to be deliberately on the rail line, just moments before being struck, Forrest said.
Forrest said the Alexander is suspected of consuming alcohol prior to being hit by the fast-moving train.
The Bridgewater Police Department, NJ Transit Police, CSX Transportation Railroad Police and the Somerset County Prosecutor's Office Major Crimes Squad were all involved in the investigation.
Michael Deak
Spring Break 2009 in Northern Ohio
Following was received via email from Kermit Geary, Jr. Text, photos, and captions are his.
Well....that Sperry truck of ours broke again...this time the exhaust from the auxiliary power unit we have disintegrated...about gassed me out on Wednesday. Shut the truck down and put it in the shop...Now, what to do with a four day weekend???
Met with two good friends of ours from the Scott Depot area of WV (Joe & Nicholas) and headed for Willard & Fostoria, OH. Traffic levels were way down from a couple of years ago, but still allowed for some neat scenes to be recorded.
All to soon it was time to head back to pick up the truck and head back to the Pittsburgh PA area to re-start the W&LE test heading west.
CSXT 5318 with eastbound intermodal at Tiffin, OH
Well....that Sperry truck of ours broke again...this time the exhaust from the auxiliary power unit we have disintegrated...about gassed me out on Wednesday. Shut the truck down and put it in the shop...Now, what to do with a four day weekend???
Met with two good friends of ours from the Scott Depot area of WV (Joe & Nicholas) and headed for Willard & Fostoria, OH. Traffic levels were way down from a couple of years ago, but still allowed for some neat scenes to be recorded.
All to soon it was time to head back to pick up the truck and head back to the Pittsburgh PA area to re-start the W&LE test heading west.
CSXT 5318 with eastbound intermodal at Tiffin, OH 
CSXT 5406 with westbound coke train at Fostoria, OH
CSXT 7738 on connection from C&O to B&O at Fostoria, OH
NS 8927 - 8866 with westbound coke train at Fostoria, OH
Sunday, March 22, 2009
Hallelujah! Spring is here...
Pictures are from Monday, March 2, 2009. Text is from Friday, March 20, 2009, the first day of Spring.
Despite winter getting in an last minute early morning blizzard here in NJ, Spring has finally arrived on this 20th of March, 2009. I for one couldn't be any happier. What it means to me is no more getting dressed like an eskimo to go trackside, no more dealing with a biting cold wind while waiting for NJT's train 5725 to arrive in Raritan to complete this winter scene (after all what good is a winter train scene without a train?) or trudging through snow to get that one photo at the North Branch Viaduct on NJT's Raritan Valley Line that only winter can create. From here on out, the temperatures can only go up, at least that is my wish!
Despite winter getting in an last minute early morning blizzard here in NJ, Spring has finally arrived on this 20th of March, 2009. I for one couldn't be any happier. What it means to me is no more getting dressed like an eskimo to go trackside, no more dealing with a biting cold wind while waiting for NJT's train 5725 to arrive in Raritan to complete this winter scene (after all what good is a winter train scene without a train?) or trudging through snow to get that one photo at the North Branch Viaduct on NJT's Raritan Valley Line that only winter can create. From here on out, the temperatures can only go up, at least that is my wish!
Saturday, March 21, 2009
NJT Coast Line trains often running late
Following article appeared in the Asbury Park Press on Monday, 3-16-09.
Coast Line trains often running late
March 16, 2009
By LARRY HIGGS
TRANSPORTATION WRITER
New Jersey Transit's North Jersey Coast and Northeast Corridor lines almost tied for dead last in 2008 with the worst peak-hour on-time record among the agency's seven commuter rail lines.
The Northeast Corridor eeked out the dubious honor of the worst on-time performance in 2008 by 2 percentage points over the Coast Line, based on an Asbury Park Press analysis of NJ Transit monthly on-time statistics.
"It doesn't surprise me. You get used to it being constantly late. You almost ignore the schedule," said Pasquale Cirullo of Middletown, interviewed after he got off the train Wednesday in Red Bank. "I'm used to it not getting to New York when the schedule says."
The Press analysis found:
The busy Northeast Corridor Line, which is shared with Amtrak, turned in a rush-hour performance of 85.09 percent on time in 2008, the worst of any of NJ Transit's rail lines. It is also the busiest, hauling the most passengers of all the agency's rail lines.
The Shore's North Jersey Coast Line, which joins the Northeast Corridor in Rahway, placed second worst with an 87.6 percent on-time record in the morning and evening peak period in 2008.
The Morris & Essex Lines were on time 90.7 percent of the time in peak periods last year, making those two branches the best performers with direct service to New York.
Trains are considered on time when they are within six minutes of their scheduled arrival.
"The Northeast Corridor is jam packed with train traffic. We can't fit another train on it," said Richard Sarles, NJ Transit executive director. "When there is the slightest hiccup, there is a cascading effect that we can't recover easily from in the peak period."
Coast Line and Morris & Essex MidTown Direct feed into the Northeast Corridor. Riders on other lines transfer onto Corridor trains to go to and from New York.
In mid-2008, speeds were reduced for all trains on the Northeast Corridor after Amtrak determined that recently installed concrete ties, to which the rails are attached, were wearing out prematurely. Those ties are being replaced.
"They got concrete ties that were supposed to last 50 years, and they last four. It's an unseen maintenance problem," said David Peter Alan, chairman of the Lackawanna Commuter Coalition. "Am I surprised? Not really, but I expected better (on-time) numbers."
Rail advocates also said they and NJ Transit officials have warned state officials that the rail system needs to grow and have stable funding to handle increasing demand.
"The handwriting has been on the wall for 20 years. By 1989, it was clear NJ Transit was growing. Highway congestion made transit more attractive," said Douglas Bowen, president of the New Jersey Association of Railroad Passengers. "NJ Transit is right to be concerned about Corridor capacity, and people are right to realize the quality of service is slipping."
Other Amtrak problems listed by NJ Transit as causing delays include signal failures, track issues, power failures and mishaps with the overhead wires that power electric trains. Delays on lines other than the Northeast Corridor were blamed on equipment failures, downed trees, slippery rail conditions in the fall because of leaves, and bad weather, according to NJ Transit documents.
Cooperation urged
Rail advocates said that Amtrak and NJ Transit officials need to work together.
"Amtrak isn't the major problem," Bowen said. "Amtrak ownership is a dividend for the NJ Transit rider, not a minus."
NJ Transit spends about $35 million to $45 million annually in a joint Corridor maintenance program to replace tracks, switches and signals, Sarles said.
"The state of good repair is something we continue to work on," he said, adding that the work is ongoing and never to the point that officials can say it's done. "The weather wears things down. Trains wear things down."
NJ Transit officials are also looking at changing the agency's approach to locomotive and rail-car maintenance to detect problems earlier, Sarles said.
"Rolling stock"
"You never have a day without equipment breakdowns, which is why we're moving to a condition-based maintenance of rolling stock," Sarles said.
That means putting locomotives and rail cars on diagnostic equipment, similar to what a mechanic does to a car to find problems, he said.
Equipment failure caused delays of up to an hour on March 3, when three trains broke down on the Corridor, including one inside one of the two Hudson River rail tunnels.
Sarles said the breakdowns were due to fine snow melting inside the electric traction motors, which power electric commuter trains, shorting them out.
"It's an age-old problem with traction motors. It doesn't hit the day of the snow, it (snow) works through the motors days after," he said. "We are looking at what we can do on physical modifications."
Other solutions include two massive infrastructure projects: the $8.7 billion Hudson River rail tunnel project and the replacement of the 100-year-old Portal Bridge over the Hackensack River, which became stuck in its open position on March 4.
All Northeast Corridor, Coast Line and Midtown Direct trains traveling into or out of New York cross over the bridge, and those trains had to be suspended for an hour until the drawbridge was closed that day.
The new tunnel will create more capacity, Sarles said. NJ Transit will build a second set of tracks through the Jersey Meadows to the tunnel.
Plans call for the Portal Bridge to be replaced with two spans, one of which will be high enough to allow boats to pass under it unimpeded, Sarles said.
Funding for Amtrak
Another positive sign is additional federal money budgeted for Amtrak to make badly-needed repairs, Sarles said. Amtrak has been struggling with reduced federal aid for decades, prompting NJ Transit to allocate funds for maintenance and repair on the Northeast Corridor tracks in New Jersey.
"They blame Amtrak for everything, and typically it's the same stuff, whether you're talking about this (Coast) line, Metro North or the Long Island Rail Road" said commuter Wayne Senatore of Freehold, who added he rode the LIRR for 15 years.
Sarles said NJ Transit is having its staffers work next to Amtrak dispatchers in New York's Penn Station.
"When there's an issue, we're right next to them and make sure full attention gets paid to NJ Transit operations, and Amtrak is cooperating," he said.
Additional Facts
Worst performing NJ Transit lines during peak hours in 2008:
Northeast Corridor Line: 85.09 percent on time.
North Jersey Coast Line: 87.6 percent on time.
Morris & Essex Lines: 90.79 percent on time.
Raritan Valley Line: 93.66 percent on time.
SOURCE: Asbury Park Press analysis of NJ Transit statistics
--------------------------------------------------------------------------------
Coast Line trains often running late
March 16, 2009
By LARRY HIGGS
TRANSPORTATION WRITER
New Jersey Transit's North Jersey Coast and Northeast Corridor lines almost tied for dead last in 2008 with the worst peak-hour on-time record among the agency's seven commuter rail lines.
The Northeast Corridor eeked out the dubious honor of the worst on-time performance in 2008 by 2 percentage points over the Coast Line, based on an Asbury Park Press analysis of NJ Transit monthly on-time statistics.
"It doesn't surprise me. You get used to it being constantly late. You almost ignore the schedule," said Pasquale Cirullo of Middletown, interviewed after he got off the train Wednesday in Red Bank. "I'm used to it not getting to New York when the schedule says."
The Press analysis found:
The busy Northeast Corridor Line, which is shared with Amtrak, turned in a rush-hour performance of 85.09 percent on time in 2008, the worst of any of NJ Transit's rail lines. It is also the busiest, hauling the most passengers of all the agency's rail lines.
The Shore's North Jersey Coast Line, which joins the Northeast Corridor in Rahway, placed second worst with an 87.6 percent on-time record in the morning and evening peak period in 2008.
The Morris & Essex Lines were on time 90.7 percent of the time in peak periods last year, making those two branches the best performers with direct service to New York.
Trains are considered on time when they are within six minutes of their scheduled arrival.
"The Northeast Corridor is jam packed with train traffic. We can't fit another train on it," said Richard Sarles, NJ Transit executive director. "When there is the slightest hiccup, there is a cascading effect that we can't recover easily from in the peak period."
Coast Line and Morris & Essex MidTown Direct feed into the Northeast Corridor. Riders on other lines transfer onto Corridor trains to go to and from New York.
In mid-2008, speeds were reduced for all trains on the Northeast Corridor after Amtrak determined that recently installed concrete ties, to which the rails are attached, were wearing out prematurely. Those ties are being replaced.
"They got concrete ties that were supposed to last 50 years, and they last four. It's an unseen maintenance problem," said David Peter Alan, chairman of the Lackawanna Commuter Coalition. "Am I surprised? Not really, but I expected better (on-time) numbers."
Rail advocates also said they and NJ Transit officials have warned state officials that the rail system needs to grow and have stable funding to handle increasing demand.
"The handwriting has been on the wall for 20 years. By 1989, it was clear NJ Transit was growing. Highway congestion made transit more attractive," said Douglas Bowen, president of the New Jersey Association of Railroad Passengers. "NJ Transit is right to be concerned about Corridor capacity, and people are right to realize the quality of service is slipping."
Other Amtrak problems listed by NJ Transit as causing delays include signal failures, track issues, power failures and mishaps with the overhead wires that power electric trains. Delays on lines other than the Northeast Corridor were blamed on equipment failures, downed trees, slippery rail conditions in the fall because of leaves, and bad weather, according to NJ Transit documents.
Cooperation urged
Rail advocates said that Amtrak and NJ Transit officials need to work together.
"Amtrak isn't the major problem," Bowen said. "Amtrak ownership is a dividend for the NJ Transit rider, not a minus."
NJ Transit spends about $35 million to $45 million annually in a joint Corridor maintenance program to replace tracks, switches and signals, Sarles said.
"The state of good repair is something we continue to work on," he said, adding that the work is ongoing and never to the point that officials can say it's done. "The weather wears things down. Trains wear things down."
NJ Transit officials are also looking at changing the agency's approach to locomotive and rail-car maintenance to detect problems earlier, Sarles said.
"Rolling stock"
"You never have a day without equipment breakdowns, which is why we're moving to a condition-based maintenance of rolling stock," Sarles said.
That means putting locomotives and rail cars on diagnostic equipment, similar to what a mechanic does to a car to find problems, he said.
Equipment failure caused delays of up to an hour on March 3, when three trains broke down on the Corridor, including one inside one of the two Hudson River rail tunnels.
Sarles said the breakdowns were due to fine snow melting inside the electric traction motors, which power electric commuter trains, shorting them out.
"It's an age-old problem with traction motors. It doesn't hit the day of the snow, it (snow) works through the motors days after," he said. "We are looking at what we can do on physical modifications."
Other solutions include two massive infrastructure projects: the $8.7 billion Hudson River rail tunnel project and the replacement of the 100-year-old Portal Bridge over the Hackensack River, which became stuck in its open position on March 4.
All Northeast Corridor, Coast Line and Midtown Direct trains traveling into or out of New York cross over the bridge, and those trains had to be suspended for an hour until the drawbridge was closed that day.
The new tunnel will create more capacity, Sarles said. NJ Transit will build a second set of tracks through the Jersey Meadows to the tunnel.
Plans call for the Portal Bridge to be replaced with two spans, one of which will be high enough to allow boats to pass under it unimpeded, Sarles said.
Funding for Amtrak
Another positive sign is additional federal money budgeted for Amtrak to make badly-needed repairs, Sarles said. Amtrak has been struggling with reduced federal aid for decades, prompting NJ Transit to allocate funds for maintenance and repair on the Northeast Corridor tracks in New Jersey.
"They blame Amtrak for everything, and typically it's the same stuff, whether you're talking about this (Coast) line, Metro North or the Long Island Rail Road" said commuter Wayne Senatore of Freehold, who added he rode the LIRR for 15 years.
Sarles said NJ Transit is having its staffers work next to Amtrak dispatchers in New York's Penn Station.
"When there's an issue, we're right next to them and make sure full attention gets paid to NJ Transit operations, and Amtrak is cooperating," he said.
Additional Facts
Worst performing NJ Transit lines during peak hours in 2008:
Northeast Corridor Line: 85.09 percent on time.
North Jersey Coast Line: 87.6 percent on time.
Morris & Essex Lines: 90.79 percent on time.
Raritan Valley Line: 93.66 percent on time.
SOURCE: Asbury Park Press analysis of NJ Transit statistics
--------------------------------------------------------------------------------
Monday, March 16, 2009
Amtrak Corporate Guidelines on Photography and Video Recording
Here is a link to an Amtrak web site with their Guidelines. Railfans take note.
http://www.amtrak.com/servlet/ContentServer?c=am2Copy&pagename=Amtrak%2Fam2Copy%2FSimple_Copy_Page&cid=1178294272520
http://www.amtrak.com/servlet/ContentServer?c=am2Copy&pagename=Amtrak%2Fam2Copy%2FSimple_Copy_Page&cid=1178294272520
Railroads Could Telegraph Rebound
The following article is from TheStreet.com, and it mentions a web site with data on trends of railroad shipments - railfax.transmatch.com. We have been posting about this web site weekly, with our latest being on Friday, 3/13/09 - Weekly Rail Carloading Report - Week 09, 2009.
Railroads Could Telegraph Rebound
Ted Reed
@ TheStreet.com
03/12/09 - 01:56 PM EDT
Could it be that railroad shipments, considered a leading economic indicator, are sending a positive signal?
Railroad CEOs, speaking Wednesday at the JPMorgan transportation conference, said only that conditions are not getting worse. But Drew Robertson, who has compiled statistics on rail shipments for two dozen years, sees it differently.
Looking at cyclical products like crushed stone, lumber, iron ore, chemicals and coke as leading indicators among the most common railroad shipments, Robertson sees improvement.
"It's not horns and hats time yet for the economy or the railroad industry, but evidently things are coming back a little bit," he says. "It's less worse than it used to be."
For instance, chemical shipments are down from 2008, but have been better the last few weeks than they were earlier in the year. Lumber is slightly better than it was a year ago. In general, cyclical traffic has rebounded since mid-January, more than can be explained by its normal seasonal bounce.
The trends can be seen clearly at railfax.transmatch.com, a Web site maintained by Robertson, who heads New York-based transportation consulting firm Atlantic Systems. In particular, the four-week rolling average trends for baseline and cyclical traffic are up, while intermodal traffic continues to trend down. In interviews in 2007 and again in 2008, Robinson, referring to the data, noted sharp declines in U.S. industrial production.
Wick Moorman, CEO of Norfolk Southern, described January and February as "anemic" and said: "We certainly don't see any change in that in the short term, although we do not right now see any continuing deterioration year-over-year."
CFO Rob Knight of Union Pacific said the company has the capacity to move 200,000 carloads weekly, but current demand is for 140,000 to 150,000, where "It feels like we may have reached a floor." In the meantime, Union Pacific has furloughed 3,600 employees and parked 53,000 freight cars.
Robertson says railroads' overall improvement is being held back by intermodal shipments, primarily consumer goods from China, with its declines masking growth in other sectors. "Consumer spending was the last thing to be hit, and it is not coming back yet," he said.
Another piece of the railroad pie is coal and grain shipments, which Robertson terms "baseline" shipments because demand tends to remain relatively constantly. Though baseline traffic dropped following the shock in the credit markets after the collapse of Lehman Brothers, it has recovered this year. "Coal and grain are coming back, as you would expect," he said. "People still make toast in a recession."
Additionally, autos shipments -- counted as "cyclical traffic" in railfax charts -- are recovering very slightly, as inventory levels adjust after several quarters of decline. At the end of February, inventories had fallen 32% at Ford, 20% at Chrysler and 17% at General Motors, compared with inventory levels a year earlier.
As for the railroads themselves, they are busily cutting capacity and costs, raising rates -- which is possible because reduced capacity has led to better service -- and continuing their long wait for the day when a national energy policy recognizes that rail shipping is generally more energy efficient than shipping by truck. It may be said that railroads are the preferred transportation mode of the past as well as the preferred transportation mode of the future -- only the present is troubling.
Looking ahead, "It's real simple," said Matt Rose, CEO of Burlington Northern. "One of the ways we lower our dependence on foreign oil is shipping more freight on rail." +
Railroads Could Telegraph Rebound
Ted Reed
@ TheStreet.com
03/12/09 - 01:56 PM EDT
Could it be that railroad shipments, considered a leading economic indicator, are sending a positive signal?
Railroad CEOs, speaking Wednesday at the JPMorgan transportation conference, said only that conditions are not getting worse. But Drew Robertson, who has compiled statistics on rail shipments for two dozen years, sees it differently.
Looking at cyclical products like crushed stone, lumber, iron ore, chemicals and coke as leading indicators among the most common railroad shipments, Robertson sees improvement.
"It's not horns and hats time yet for the economy or the railroad industry, but evidently things are coming back a little bit," he says. "It's less worse than it used to be."
For instance, chemical shipments are down from 2008, but have been better the last few weeks than they were earlier in the year. Lumber is slightly better than it was a year ago. In general, cyclical traffic has rebounded since mid-January, more than can be explained by its normal seasonal bounce.
The trends can be seen clearly at railfax.transmatch.com, a Web site maintained by Robertson, who heads New York-based transportation consulting firm Atlantic Systems. In particular, the four-week rolling average trends for baseline and cyclical traffic are up, while intermodal traffic continues to trend down. In interviews in 2007 and again in 2008, Robinson, referring to the data, noted sharp declines in U.S. industrial production.
Wick Moorman, CEO of Norfolk Southern, described January and February as "anemic" and said: "We certainly don't see any change in that in the short term, although we do not right now see any continuing deterioration year-over-year."
CFO Rob Knight of Union Pacific said the company has the capacity to move 200,000 carloads weekly, but current demand is for 140,000 to 150,000, where "It feels like we may have reached a floor." In the meantime, Union Pacific has furloughed 3,600 employees and parked 53,000 freight cars.
Robertson says railroads' overall improvement is being held back by intermodal shipments, primarily consumer goods from China, with its declines masking growth in other sectors. "Consumer spending was the last thing to be hit, and it is not coming back yet," he said.
Another piece of the railroad pie is coal and grain shipments, which Robertson terms "baseline" shipments because demand tends to remain relatively constantly. Though baseline traffic dropped following the shock in the credit markets after the collapse of Lehman Brothers, it has recovered this year. "Coal and grain are coming back, as you would expect," he said. "People still make toast in a recession."
Additionally, autos shipments -- counted as "cyclical traffic" in railfax charts -- are recovering very slightly, as inventory levels adjust after several quarters of decline. At the end of February, inventories had fallen 32% at Ford, 20% at Chrysler and 17% at General Motors, compared with inventory levels a year earlier.
As for the railroads themselves, they are busily cutting capacity and costs, raising rates -- which is possible because reduced capacity has led to better service -- and continuing their long wait for the day when a national energy policy recognizes that rail shipping is generally more energy efficient than shipping by truck. It may be said that railroads are the preferred transportation mode of the past as well as the preferred transportation mode of the future -- only the present is troubling.
Looking ahead, "It's real simple," said Matt Rose, CEO of Burlington Northern. "One of the ways we lower our dependence on foreign oil is shipping more freight on rail." +
Friday, March 13, 2009
A Black & Blue Sunday
Received the following via email from Kermit Geary, Jr. Text, photos, and captions are his.
Greetings:
After leaving the St Albans area, headed back to Buckhannon to test the A&O's Pickens Sub. We followed the CSXT line east and found little running. Chased an eastbound coal train to Cabin Creek, WV then went over to the dark side...the ex NYC/PC/CR West Virginia Secondary now operated by Big Black aka NS. Dickinson Yard was quiet with only power in the fuel facility. Headed east and found a few trains working in the Alloy - Boomer WV area. Missed a set of GEVO AC's pushing a train up the Virginian at Deepwater, but did find a lost (from the South Fork pool) SD80MAC!!! Also found a train at the new NS loadout in London, WV. The crew was friendly...even bought a couple of the Conrail Historical hats we carry with us!!!
NS 8467 still in blue at Dickinson Yd, WV
Greetings:
After leaving the St Albans area, headed back to Buckhannon to test the A&O's Pickens Sub. We followed the CSXT line east and found little running. Chased an eastbound coal train to Cabin Creek, WV then went over to the dark side...the ex NYC/PC/CR West Virginia Secondary now operated by Big Black aka NS. Dickinson Yard was quiet with only power in the fuel facility. Headed east and found a few trains working in the Alloy - Boomer WV area. Missed a set of GEVO AC's pushing a train up the Virginian at Deepwater, but did find a lost (from the South Fork pool) SD80MAC!!! Also found a train at the new NS loadout in London, WV. The crew was friendly...even bought a couple of the Conrail Historical hats we carry with us!!!
NS 8467 still in blue at Dickinson Yd, WV 
A lonely SD80MAC in a sea of Catfish...NS 7208 at Alloy, WV
CSXT 52 leads eastbound mineral train through Chelyan, WV
NS 2549 & train at new loadout at London, WV
Weekly Rail Carloading Report - Week 09, 2009
There is an interesting report available on the web that is "A Weekly Report of North American Rail Freight Traffic by Major Railroad and Commodity." It is currently showing data for week 09 of 2009.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Note: This web site has new tables and graphs every Thursday. So, if I am late or miss a week with this blog posting, you can check for new data on Thursdays.
Thursday, March 12, 2009
Pan Am Railways and Norfolk Southern Receive Approval to Improve Rail Service in New York and New England
Received the following via email.
March 11, 2009
Pan Am Railways and Norfolk Southern Receive Approval to Improve Rail Service in New York and New England
NORTH BILLERICA, MASS., NORFOLK, VA. - Pan Am Railways (PAR) and Norfolk Southern Railway Company (NS) have received governmental approvals for their proposed Pan Am Southern joint venture, clearing the way for more than $87 million in rail infrastructure investment designed to significantly enhance the service capabilities and commercial offerings that NS and PAR provide in upstate New York and New England. The U.S. Surface Transportation Board's approval of the joint venture will become effective as of 12:01 a.m. (EDT), April 9, 2009. Pan Am Southern is expected to commence operation on or about May 1, 2009.
On May 15, 2008, PAR and NS announced an agreement to improve freight rail service and increase track and yard capacity in upstate New York and New England through a newly formed railroad company, Pan Am Southern. The focus of Pan Am Southern is the Patriot Corridor, the 155-mile main line track that runs between Mechanicville (Albany), N.Y., and Ayer, Mass. (approximately 30 miles west of Boston). PAR will transfer to the joint venture this trackage, along with 281 miles of secondary and branch lines, including trackage rights, in Connecticut, Massachusetts, New Hampshire, New York, and Vermont. NS will transfer cash and other property valued at $137.5 million to the joint venture, $87.5 million of which will be invested within a three-year period in capital improvements on the Patriot Corridor. Included in this investment is a new intermodal and automotive terminal in Saratoga County, N.Y., a new automotive terminal in Ayer, expansion of the existing intermodal terminal in Ayer, as well as track and signal upgrades on the Patriot Corridor. These improvements will be implemented as expeditiously as possible, and will comply with certain conditions imposed as part of the Federal regulatory approval process.
"Pan Am Southern will bring immediate benefits to shippers doing business in upstate New York and New England," said David Fink, Pan Am Railways' president. "The Patriot Corridor will revitalize freight rail in the region, reducing highway congestion and improving air quality."
"Both NS and PAR are ready to begin making the infrastructure improvements," said Wick Moorman, Norfolk Southern's chief executive officer. "These improvements will enable us to deliver the speed and reliability that our customers expect and deserve. We commend the STB for recognizing the numerous benefits the Pan Am Southern joint venture creates for shippers doing business in New York's Capitol Region and throughout New England."
A Pan Am Southern map can be found at http://www.nscorp.com/nscorphtml/pdf/pan-am-southern.pdf.
Pan Am Railways is the Northeast's largest regional railroad. It operates over 2,000 route miles in Maine, New Hampshire, Massachusetts, Vermont, Connecticut, New York and Atlantic Canada. Pan Am Railways interchanges traffic with fifteen railroads throughout its network.
Norfolk Southern Corporation (NYSE: NSC) is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states and the District of Columbia, serving every major container port in the eastern United States and providing superior connections to western rail carriers. Norfolk Southern operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
Any statements contained in this news release which are not related to historical facts are forward-looking statements as that term is defined in the Private Securities Litigation Reform Act of 1995. Such forward-looking statements are subject to risks and uncertainties (noted in Norfolk Southern's filings with the SEC) which could cause actual results to differ.
Pan Am Railways Contact
Cynthia Scarano 978-663-1028 978-423-2231 (cell) cscarano@panamrailways.com
Norfolk Southern Contacts
Media Rudy Husband 610-567-3377 rudy.husband@nscorp.com
Investors Leanne Marilley 757-629-2861 leanne.marilley@nscorp.com
March 11, 2009
Pan Am Railways and Norfolk Southern Receive Approval to Improve Rail Service in New York and New England
NORTH BILLERICA, MASS., NORFOLK, VA. - Pan Am Railways (PAR) and Norfolk Southern Railway Company (NS) have received governmental approvals for their proposed Pan Am Southern joint venture, clearing the way for more than $87 million in rail infrastructure investment designed to significantly enhance the service capabilities and commercial offerings that NS and PAR provide in upstate New York and New England. The U.S. Surface Transportation Board's approval of the joint venture will become effective as of 12:01 a.m. (EDT), April 9, 2009. Pan Am Southern is expected to commence operation on or about May 1, 2009.
On May 15, 2008, PAR and NS announced an agreement to improve freight rail service and increase track and yard capacity in upstate New York and New England through a newly formed railroad company, Pan Am Southern. The focus of Pan Am Southern is the Patriot Corridor, the 155-mile main line track that runs between Mechanicville (Albany), N.Y., and Ayer, Mass. (approximately 30 miles west of Boston). PAR will transfer to the joint venture this trackage, along with 281 miles of secondary and branch lines, including trackage rights, in Connecticut, Massachusetts, New Hampshire, New York, and Vermont. NS will transfer cash and other property valued at $137.5 million to the joint venture, $87.5 million of which will be invested within a three-year period in capital improvements on the Patriot Corridor. Included in this investment is a new intermodal and automotive terminal in Saratoga County, N.Y., a new automotive terminal in Ayer, expansion of the existing intermodal terminal in Ayer, as well as track and signal upgrades on the Patriot Corridor. These improvements will be implemented as expeditiously as possible, and will comply with certain conditions imposed as part of the Federal regulatory approval process.
"Pan Am Southern will bring immediate benefits to shippers doing business in upstate New York and New England," said David Fink, Pan Am Railways' president. "The Patriot Corridor will revitalize freight rail in the region, reducing highway congestion and improving air quality."
"Both NS and PAR are ready to begin making the infrastructure improvements," said Wick Moorman, Norfolk Southern's chief executive officer. "These improvements will enable us to deliver the speed and reliability that our customers expect and deserve. We commend the STB for recognizing the numerous benefits the Pan Am Southern joint venture creates for shippers doing business in New York's Capitol Region and throughout New England."
A Pan Am Southern map can be found at http://www.nscorp.com/nscorphtml/pdf/pan-am-southern.pdf.
Pan Am Railways is the Northeast's largest regional railroad. It operates over 2,000 route miles in Maine, New Hampshire, Massachusetts, Vermont, Connecticut, New York and Atlantic Canada. Pan Am Railways interchanges traffic with fifteen railroads throughout its network.
Norfolk Southern Corporation (NYSE: NSC) is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states and the District of Columbia, serving every major container port in the eastern United States and providing superior connections to western rail carriers. Norfolk Southern operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
Any statements contained in this news release which are not related to historical facts are forward-looking statements as that term is defined in the Private Securities Litigation Reform Act of 1995. Such forward-looking statements are subject to risks and uncertainties (noted in Norfolk Southern's filings with the SEC) which could cause actual results to differ.
Pan Am Railways Contact
Cynthia Scarano 978-663-1028 978-423-2231 (cell) cscarano@panamrailways.com
Norfolk Southern Contacts
Media Rudy Husband 610-567-3377 rudy.husband@nscorp.com
Investors Leanne Marilley 757-629-2861 leanne.marilley@nscorp.com
Wednesday, March 11, 2009
A Scary time on CSXT with old & new friends
Received the following via email from Kermit Geary, Jr. Text, pictures, and captions are his.
(Note: click on a picture to see it enlarged; then use your BACK button to return to the blog.)
Greetings all: Due to a change in plans, we were able to spend a very informative day with a few good friends in the St. Albans - Scott Depot area of West Virginia, culminating with a image show in the old C&O's St Alban's Depot. Thanks to Matt, Mike, Joe & Nicholas, we definitely enjoyed your hospitality.
We should finish testing on the A&O on Monday, then head for the W&LE.
It was nice to see that "Team Bethlehem" car still lettered for the fallen masses in Bethlehem, PA...albeit slightly worse for wear.
(Note: click on a picture to see it enlarged; then use your BACK button to return to the blog.)
Greetings all: Due to a change in plans, we were able to spend a very informative day with a few good friends in the St. Albans - Scott Depot area of West Virginia, culminating with a image show in the old C&O's St Alban's Depot. Thanks to Matt, Mike, Joe & Nicholas, we definitely enjoyed your hospitality.
We should finish testing on the A&O on Monday, then head for the W&LE.
It was nice to see that "Team Bethlehem" car still lettered for the fallen masses in Bethlehem, PA...albeit slightly worse for wear.
YUCK!!!! But true!!!
A Scary picture...CSXT 243 at Scary, WV
An old friend from home ex-BSCX Coke hopper 'Team Bethlehem'
CSXT 4792 at Armstrong Tunnel, South of St Albans, WV on Coal River Sub
Monday, March 09, 2009
Norfolk Southern Mechanical Employees Set Safety Record
Received the following via email.
March 4, 2009
Norfolk Southern Mechanical Employees Set Safety Record
NORFOLK, VA. - Employees in Norfolk Southern's mechanical department turned in a history-making safety performance in 2008.
The employees completed the year with a reportable injury ratio of 0.53, the lowest ever achieved by any operating department at Norfolk Southern. The ratio represents the number of reportable injuries for every 200,000 man-hours worked, the industry standard for measuring safety performance.
NS has 5,800 mechanical department employees responsible for maintaining the railroad's 3,976 locomotives and 94,660 freight cars. In 2008, they worked a total 11.9 million man-hours. Tim Heilig, vice president mechanical, Atlanta, leads the department.
The mechanical and other NS departments and employees with outstanding safety accomplishments, as well as 31 employees who performed heroic acts in 2008, were recognized at Norfolk Southern's annual safety awards meeting in Norfolk today. NS has conducted the meeting - featuring employee speakers and employee-made exhibits - every year since 1987.
Steve Tobias, vice chairman and chief operating officer, told this year's attendees that they have created a culture of safety. "Safety is not the result of rules, practices, engineering, and enforcement. These things are integral to the safety process, but they don't make people work safely," he said. "What causes a person to work safely and what causes a company to be centered on safety is when safety becomes the core value of the individual and the company."
CEO Wick Moorman commended employees, noting the positive correlation between safety and service. "Our safety process and the Norfolk Southern people who were responsible for this terrific performance are at the heart of all of our past and future successes," he said.
Virginia Governor Tim Kaine said NS employee safety achievements help the Commonwealth focus on safety as it advances its transportation priorities. Rail investment is the right thing to do for the economy, for the environment, and to reduce highway congestion, Kaine said.
Norfolk Southern Corporation (NYSE: NSC) is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states and the District of Columbia, serving every major container port in the eastern United States and providing superior connections to western rail carriers. Norfolk Southern operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
Norfolk Southern contacts
Media Robin Chapman 757-629-2713 robin.chapman@nscorp.com
Investors Leanne Marilley 757-629-2861 leanne.marilley@nscorp.com
March 4, 2009
Norfolk Southern Mechanical Employees Set Safety Record
NORFOLK, VA. - Employees in Norfolk Southern's mechanical department turned in a history-making safety performance in 2008.
The employees completed the year with a reportable injury ratio of 0.53, the lowest ever achieved by any operating department at Norfolk Southern. The ratio represents the number of reportable injuries for every 200,000 man-hours worked, the industry standard for measuring safety performance.
NS has 5,800 mechanical department employees responsible for maintaining the railroad's 3,976 locomotives and 94,660 freight cars. In 2008, they worked a total 11.9 million man-hours. Tim Heilig, vice president mechanical, Atlanta, leads the department.
The mechanical and other NS departments and employees with outstanding safety accomplishments, as well as 31 employees who performed heroic acts in 2008, were recognized at Norfolk Southern's annual safety awards meeting in Norfolk today. NS has conducted the meeting - featuring employee speakers and employee-made exhibits - every year since 1987.
Steve Tobias, vice chairman and chief operating officer, told this year's attendees that they have created a culture of safety. "Safety is not the result of rules, practices, engineering, and enforcement. These things are integral to the safety process, but they don't make people work safely," he said. "What causes a person to work safely and what causes a company to be centered on safety is when safety becomes the core value of the individual and the company."
CEO Wick Moorman commended employees, noting the positive correlation between safety and service. "Our safety process and the Norfolk Southern people who were responsible for this terrific performance are at the heart of all of our past and future successes," he said.
Virginia Governor Tim Kaine said NS employee safety achievements help the Commonwealth focus on safety as it advances its transportation priorities. Rail investment is the right thing to do for the economy, for the environment, and to reduce highway congestion, Kaine said.
Norfolk Southern Corporation (NYSE: NSC) is one of the nation's premier transportation companies. Its Norfolk Southern Railway subsidiary operates approximately 21,000 route miles in 22 states and the District of Columbia, serving every major container port in the eastern United States and providing superior connections to western rail carriers. Norfolk Southern operates the most extensive intermodal network in the East and is North America's largest rail carrier of metals and automotive products.
Norfolk Southern contacts
Media Robin Chapman 757-629-2713 robin.chapman@nscorp.com
Investors Leanne Marilley 757-629-2861 leanne.marilley@nscorp.com
Saturday, March 07, 2009
Another death on the tracks in Manville, NJ
Following article is was posted on the Courier-News web site on 3-2-09. Now you can expect increased surveillance by both local and railroad police in this area. After a while that will taper off until the next tragedy on the tracks.
March 2, 2009
Police identify man killed by train Saturday in Manville
By PAMELA SROKA-HOLZMANN
Staff Writer
Police have identified the 23-year-old borough man killed on the train tracks near 7th Avenue before dawn Saturday as Ryan Shaw.
In what authorities are calling an apparent suicide, Shaw, who lives on West Camplain Road, was struck and killed by a freight train shortly before 4 p.m. Saturday, Feb. 28 at the Norfolk Southern Railroad intersection with 7th Avenue. The scene is behind the Veterans of Foreign Wars Post 2290.
Shaw was about to celebrate his 24th birthday on Wednesday, March 4, said Manville police Detective William Yankoski. While homicide detectives from the Somerset County Prosecutor's Office, along with the medical examiner, have deemed the death was an apparent suicide, borough police continue to investigate, Yankoski said. "A lot of signs are pointed that way,'' he said about the incident being deemed a suicide.
Borough Police Chief Mark Peltack had said he believed an employee of the Norfolk Southern rail company initially reported the incident to authorities after it occurred.
March 2, 2009
Police identify man killed by train Saturday in Manville
By PAMELA SROKA-HOLZMANN
Staff Writer
Police have identified the 23-year-old borough man killed on the train tracks near 7th Avenue before dawn Saturday as Ryan Shaw.
In what authorities are calling an apparent suicide, Shaw, who lives on West Camplain Road, was struck and killed by a freight train shortly before 4 p.m. Saturday, Feb. 28 at the Norfolk Southern Railroad intersection with 7th Avenue. The scene is behind the Veterans of Foreign Wars Post 2290.
Shaw was about to celebrate his 24th birthday on Wednesday, March 4, said Manville police Detective William Yankoski. While homicide detectives from the Somerset County Prosecutor's Office, along with the medical examiner, have deemed the death was an apparent suicide, borough police continue to investigate, Yankoski said. "A lot of signs are pointed that way,'' he said about the incident being deemed a suicide.
Borough Police Chief Mark Peltack had said he believed an employee of the Norfolk Southern rail company initially reported the incident to authorities after it occurred.
Weekly Rail Carloading Report - Week 08, 2009
There is an interesting report available on the web that is "A Weekly Report of North American Rail Freight Traffic by Major Railroad and Commodity." It is currently showing data for week 08 of 2009.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
http://railfax.transmatch.com/
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Note: This web site has new tables and graphs every Thursday. So, if I am late or miss a week with this blog posting, you can check for new data on Thursdays.
Wednesday, March 04, 2009
EastRail 2009 - Video and slide presentations
EastRail is a full day show of railroad video and slide presentations held every Spring (or late Winter) in New Jersey. This year's featured presenter will be Jim Shaughnessy, "one of the all-time great photographers." Jim will be selling and signing his latest book, The Call of Trains.
The show will be held this Saturday, March 7, 2009 from 10:00 AM to 5:00 PM.
Location is:
Warren Hills Regional High School
41 Jackson Valley Road,
Washington, Warren County, N.J.
For more information, including driving directions please go to the following web site:
http://www.urhs.org/eastrail2009.html
The show will be held this Saturday, March 7, 2009 from 10:00 AM to 5:00 PM.
Location is:
Warren Hills Regional High School
41 Jackson Valley Road,
Washington, Warren County, N.J.
For more information, including driving directions please go to the following web site:
http://www.urhs.org/eastrail2009.html
Tuesday, March 03, 2009
Amtrak – Changes are coming
The following article by Don Phillips is from Trains News Wire, a service of Trains magazine.
Joe Boardman: Changes are coming to Amtrak
Published: Wednesday, February 18, 2009
WASHINGTON - New Amtrak President Joseph Boardman says many Amtrak managers do not know whether to believe that Amtrak actually has a future, and that anyone who cannot make the transition from a survival mode to a growth mode will have to find another job.
Boardman said in an interview that shortly after leaving the top spot at the Federal Railroad Administration last Thanksgiving to take over Amtrak, he discovered that the passenger rail system is in worse shape than he thought, and that some people in Amtrak headquarters in Washington are, in effect, burnout cases. He would not be specific about numbers, saying he has still made no final decisions about how many people will have to leave because they cannot make the transition from survival to growth.
"There are a whole host of people here who don't know whether to believe," he said. "People are going to have to get on the train. We will make some judgments very soon."
Among other things, Boardman found that despite growing passenger traffic, up about 12 percent in 2008, Amtrak's five-year plan in October contained no plans to order new passenger cars other than seven new high-speed trainsets, cars to lengthen current Acela trainsets, 15 new single-level sleeping cars, and some new baggage-dormitory cars. All other cars would have to be paid for by states that needed them for new corridor service, and perhaps ordered them through Amtrak. That secret plan, which had already become a joke around Amtrak, was thrown out quickly after Boardman arrived, and Amtrak is now making more ambitious plans.
Boardman said Amtrak's most urgent need is for new electric locomotives, and he put in an immediate request for $1 billion in long-term low-interest government loans. Electric motive power is in such poor shape that Washington-New York-Boston trains are sometimes canceled for lack of power.
Since no firm plans have been made to order cars, up to three years will be necessary to actually obtain new cars. Meanwhile, as many wrecked cars as possible will be refurbished, he said. This leaves Amtrak in horrible shape even as politicians preach about a grand future of "high-speed rail."
Meanwhile, Amtrak at least initially lost out in President Obama's multi-billion-dollar stimulus plan, receiving $1.3 billion while commuter rail got $8.4 billion and "high speed rail" got $8 billion. (Amtrak is eligible to compete for the high speed rail funds.) Nonetheless, Boardman has instilled such confidence among members of Congress and congressional staff members that some effort may be made to make up the shortfall in future legislation. It is too early for any specific plans, especially since Boardman himself is still developing plans.
Interviews with various Capitol Hill staff members found a lot of confidence in Amtrak's future under Boardman, perhaps too much confidence for Boardman's own good.
Boardman has been surprisingly successful in blunting threats by unions to get rid of him. Shortly after he was appointed, 12 labor unions made a statement opposing him as an effort by the Amtrak board to block Obama from naming his own Amtrak president. However, Amtrak's own unions came to Boardman's defense and blunted the attacks. Much of Boardman's union support began on a long Thanksgiving day at the crew room at Washington Union Station, as he and his wife bantered with engineers and conductors. Within hours, he had become almost a hero to Amtrak union employees as word spread around the country. Higher union leadership backed off.
Now comes the question: Can he produce? One major union official said he does not believe Boardman has the guts to do what is necessary. In the field, other union officials are waiting for a sign that Boardman means business, and they will not be patient forever.
What about Obama? Well-placed sources said he pushed for the $8 billion last-minute increase in high-speed rail funds, partly because he realized he had short-changed rail in his proposed stimulus legislation after bragging on the campaign trail about his dedication to passenger rail. Rahm Emanuel, Obama's chief of staff, confirmed the reports, telling the internet newsletter Portico that Obama realized he had not asked for enough for high-speed rail and wanted $10 billion added as a commitment to the future.
One of the chief staff members responsible for a last-minute $8 billion increase in high speed rail funds laid almost all the blame for Amtrak's current condition on President Bush and his administration. This Democratic staff member, who did not want to be quoted by name, said that Amtrak will now be able to grow without enemies looking over its shoulder. He expressed confidence in Boardman, and noted that more funds for regular Amtrak trains could be made available in future legislation if Boardman gets Amtrak's house in order. The staff member said that meaningless restrictions enacted under Republicans, including harassment such as limits on the number of dining car staff numbers, were wiped off the books and he is sure that such restrictions will soon be eased by Amtrak.
Meanwhile, Democrats on Amtrak's board gently but firmly took control. Republican Donna McLean was eased out as chairman, but given the vice chairmanship. Democrat Thomas Carper took over as chairman. Hunter Biden not only remains on the board, but has joined Carper as a force to be reckoned with.
Carper, mayor of Macomb, Ill., and a longtime Obama friend and political supporter, and Biden, son of the new vice president, have at least one tough job ahead. That is to convince Obama and Congress that plain old regular rail is slowly approaching a breakdown unless lots of new locomotives and cars are ordered soon, and unless aging basket-case terminals such as Chicago are fixed soon. That includes replacement of often-useless switch heaters. As Boardman points out, it is no secret that Chicago gets cold and is pelted by heavy snow in the winter. So why does Amtrak seem to be surprised when winter comes? - Don Phillips
Joe Boardman: Changes are coming to Amtrak
Published: Wednesday, February 18, 2009
WASHINGTON - New Amtrak President Joseph Boardman says many Amtrak managers do not know whether to believe that Amtrak actually has a future, and that anyone who cannot make the transition from a survival mode to a growth mode will have to find another job.
Boardman said in an interview that shortly after leaving the top spot at the Federal Railroad Administration last Thanksgiving to take over Amtrak, he discovered that the passenger rail system is in worse shape than he thought, and that some people in Amtrak headquarters in Washington are, in effect, burnout cases. He would not be specific about numbers, saying he has still made no final decisions about how many people will have to leave because they cannot make the transition from survival to growth.
"There are a whole host of people here who don't know whether to believe," he said. "People are going to have to get on the train. We will make some judgments very soon."
Among other things, Boardman found that despite growing passenger traffic, up about 12 percent in 2008, Amtrak's five-year plan in October contained no plans to order new passenger cars other than seven new high-speed trainsets, cars to lengthen current Acela trainsets, 15 new single-level sleeping cars, and some new baggage-dormitory cars. All other cars would have to be paid for by states that needed them for new corridor service, and perhaps ordered them through Amtrak. That secret plan, which had already become a joke around Amtrak, was thrown out quickly after Boardman arrived, and Amtrak is now making more ambitious plans.
Boardman said Amtrak's most urgent need is for new electric locomotives, and he put in an immediate request for $1 billion in long-term low-interest government loans. Electric motive power is in such poor shape that Washington-New York-Boston trains are sometimes canceled for lack of power.
Since no firm plans have been made to order cars, up to three years will be necessary to actually obtain new cars. Meanwhile, as many wrecked cars as possible will be refurbished, he said. This leaves Amtrak in horrible shape even as politicians preach about a grand future of "high-speed rail."
Meanwhile, Amtrak at least initially lost out in President Obama's multi-billion-dollar stimulus plan, receiving $1.3 billion while commuter rail got $8.4 billion and "high speed rail" got $8 billion. (Amtrak is eligible to compete for the high speed rail funds.) Nonetheless, Boardman has instilled such confidence among members of Congress and congressional staff members that some effort may be made to make up the shortfall in future legislation. It is too early for any specific plans, especially since Boardman himself is still developing plans.
Interviews with various Capitol Hill staff members found a lot of confidence in Amtrak's future under Boardman, perhaps too much confidence for Boardman's own good.
Boardman has been surprisingly successful in blunting threats by unions to get rid of him. Shortly after he was appointed, 12 labor unions made a statement opposing him as an effort by the Amtrak board to block Obama from naming his own Amtrak president. However, Amtrak's own unions came to Boardman's defense and blunted the attacks. Much of Boardman's union support began on a long Thanksgiving day at the crew room at Washington Union Station, as he and his wife bantered with engineers and conductors. Within hours, he had become almost a hero to Amtrak union employees as word spread around the country. Higher union leadership backed off.
Now comes the question: Can he produce? One major union official said he does not believe Boardman has the guts to do what is necessary. In the field, other union officials are waiting for a sign that Boardman means business, and they will not be patient forever.
What about Obama? Well-placed sources said he pushed for the $8 billion last-minute increase in high-speed rail funds, partly because he realized he had short-changed rail in his proposed stimulus legislation after bragging on the campaign trail about his dedication to passenger rail. Rahm Emanuel, Obama's chief of staff, confirmed the reports, telling the internet newsletter Portico that Obama realized he had not asked for enough for high-speed rail and wanted $10 billion added as a commitment to the future.
One of the chief staff members responsible for a last-minute $8 billion increase in high speed rail funds laid almost all the blame for Amtrak's current condition on President Bush and his administration. This Democratic staff member, who did not want to be quoted by name, said that Amtrak will now be able to grow without enemies looking over its shoulder. He expressed confidence in Boardman, and noted that more funds for regular Amtrak trains could be made available in future legislation if Boardman gets Amtrak's house in order. The staff member said that meaningless restrictions enacted under Republicans, including harassment such as limits on the number of dining car staff numbers, were wiped off the books and he is sure that such restrictions will soon be eased by Amtrak.
Meanwhile, Democrats on Amtrak's board gently but firmly took control. Republican Donna McLean was eased out as chairman, but given the vice chairmanship. Democrat Thomas Carper took over as chairman. Hunter Biden not only remains on the board, but has joined Carper as a force to be reckoned with.
Carper, mayor of Macomb, Ill., and a longtime Obama friend and political supporter, and Biden, son of the new vice president, have at least one tough job ahead. That is to convince Obama and Congress that plain old regular rail is slowly approaching a breakdown unless lots of new locomotives and cars are ordered soon, and unless aging basket-case terminals such as Chicago are fixed soon. That includes replacement of often-useless switch heaters. As Boardman points out, it is no secret that Chicago gets cold and is pelted by heavy snow in the winter. So why does Amtrak seem to be surprised when winter comes? - Don Phillips
Monday, March 02, 2009
Weekly Rail Carloading Report - Week 07, 2009
There is an interesting report available on the web that is "A Weekly Report of North American Rail Freight Traffic by Major Railroad and Commodity." It is currently showing data for week 07 of 2009.
http://railfax.transmatch.com/
Also see our post of Tuesday, Feb. 24, "Miles of Idled Boxcars..."
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Note: This web site has new tables and graphs every Thursday. So, if I am late or miss a week with this blog posting, you can check for new data on Thursdays.
http://railfax.transmatch.com/
Also see our post of Tuesday, Feb. 24, "Miles of Idled Boxcars..."
Here is an example of the information available on this web site. This graph shows Total Traffic for 2008-2009 vs. 2007-2008. There are more graphs and tables on the web site showing data by railroad and by commodity.
Note: This web site has new tables and graphs every Thursday. So, if I am late or miss a week with this blog posting, you can check for new data on Thursdays.
Sometimes you win and other times you lose out...
(Train sightings on 2-28-09.)
This was how Saturday along the Lehigh Line went for me. The morning started out at the Rockafellows Mill Road grade crossing were I caught CP 38T at 7:45. Usually it is earlier than this but this morning would be held at CP51 for NS 23M. Motive power on 38T would be CP 8532 and CP 8518 with one car in tow!
Thinking that once 38T had past, no other trains would be coming east since 23M would be heading west, I headed off to another location. Was I ever wrong on that assumption. Following 38T, the eastbound procession in quick succession would be NS 212, NS 214 and NS 20K. Those three trains can be categorized as heard from but their motive power was not seen.
The next stop would be Jutland where 23M was continuing its westward journey at 8:23. It would eventually be held at CP67 for NS 21M to pass by. Heading over to the Lansdown Road grade crossing, NS 21M passed by around 9:15. Motive power would be NS 9776 and NS 2664. NS 24V was spotted at MP52 around 9:42 with NS 9304 and NS 2511 for power.
NS 64J was next to head east with NS 9925 and PRR 5414 (SD50, ex-CR 6723) providing the power.
With the clouds moving in, I decided to call it a day after NS 213 passed through Three Bridges around 2:06. The leader would be NS 2508 followed by two other unidentified NS diesels. Have to say it wasn't a bad day. Would have enjoyed seeing those three trains I missed at the Rockafellows Mill Road crossing, but some times you win and others are missed. Oh well.
This was how Saturday along the Lehigh Line went for me. The morning started out at the Rockafellows Mill Road grade crossing were I caught CP 38T at 7:45. Usually it is earlier than this but this morning would be held at CP51 for NS 23M. Motive power on 38T would be CP 8532 and CP 8518 with one car in tow!
Thinking that once 38T had past, no other trains would be coming east since 23M would be heading west, I headed off to another location. Was I ever wrong on that assumption. Following 38T, the eastbound procession in quick succession would be NS 212, NS 214 and NS 20K. Those three trains can be categorized as heard from but their motive power was not seen.
The next stop would be Jutland where 23M was continuing its westward journey at 8:23. It would eventually be held at CP67 for NS 21M to pass by. Heading over to the Lansdown Road grade crossing, NS 21M passed by around 9:15. Motive power would be NS 9776 and NS 2664. NS 24V was spotted at MP52 around 9:42 with NS 9304 and NS 2511 for power.
NS 64J was next to head east with NS 9925 and PRR 5414 (SD50, ex-CR 6723) providing the power.
With the clouds moving in, I decided to call it a day after NS 213 passed through Three Bridges around 2:06. The leader would be NS 2508 followed by two other unidentified NS diesels. Have to say it wasn't a bad day. Would have enjoyed seeing those three trains I missed at the Rockafellows Mill Road crossing, but some times you win and others are missed. Oh well.