Freight Tracks issue #40

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SHORT LINE RAILROADS

The little railroads

THE concept of a short line railroad, as a distinct and autonomous entity traversing a relatively limited distance, has etched itself into the annals of transportation history. The earliest documented usage of this term to delineate a North Americam railroad company dates back to 1917. These railroads, characterised by their concise routes, play the pivotal role of connecting shippers to the expansive tapestry of the broader freight rail network.

Pioneering the discourse on this front, the American Short Line and Regional Railroad Association (ASLRRA) has meticulously compiled the extensive narrative of this sector. An intriguing revelation emerges from their annals, indicating that the cornerstone of the United States' railroad infrastructure consisted of short line endeavours meticulously designed to address specific requisites within the local communities they faithfully served. An illustrative example harks back to 1826, when the inaugural commercial US railroad, the Granite Railway based near Quincy, Massachusetts, came into being. This venture was masterminded to facilitate the transportation of granite blocks from a quarry to the

Neponset River, subsequently poised for onward shipping via barges destined for Boston and its hinterlands.

As industrial and commercial ambitions burgeoned, these modest local endeavours amalgamated, orchestrating the emergence of extended routes that catalysed the prosperity of the territories they traversed. The tapestry of small railroad ventures metamorphosed into a veritable cornerstone propelling the nation's progress, orchestrating the seamless transfer of goods across an ever-expanding landscape. The 1860s witnessed transformative consolidations, birthing regional systems poised to serve increasingly extensive domains. However, not every railway was destined to converge into a comprehensive throughway or integrate into burgeoning systems.

Fast forward to the early 1900s, a pivotal juncture where the rudiments of overarching rail systems had coalesced, marking the rise of what is now the quintessential short line railroad industry. These smaller railroads, while constituting indispensable economic conduits within their communities, remained poised on the fringes of strategic significance for the larger rail systems. At their peak in 1916, the

national US railroad network attained its zenith at a sprawling 254,000 miles. It was during this transformative era that a slew of these diminutive railways united to establish the American Short Line Railroad Association, a collaborative enclave engineered to safeguard and elevate their collective interests.

In retrospect, the lineage of short line railroads stands as a testimony to innovation, adaptability, and the symbiotic relationship between the microcosm of local necessity and

the macrocosm of national progress. It's an intricate weave of efficiency and evolution, with these short line railroads forming the vibrant threads that, while often bypassed in grand narratives, weave the very fabric of a nation's industrial legacy.

Competition

railroads that can 4

Throughout the 1920s, trucking competition increased. Trucking was further fuelled

SHORT LINE RAILROADS

by government-built highways under the Interstate Highway System act of 1956. Manufacturing patterns also changed, resulting in a gradual but steady decline in business available to the core group of short lines. At the same time, the larger railroads suffered in a highly regulated environment with subsidised highway competition and significant labour and management problems. Trucking became a cheaper way to transport some material previously shipped via rail. Trucking required minimal capital outlay with the roads funded by the government, while railroads not only had to supply their own diminishing capital for growth and maintenance, but were often subject to punitive taxation on their rightsof-way. In addition, low performing sections of track could not be closed or sold without significant government approval processes.

In 1968, the New York Central and Pennsylvania railroads merged in a last ditch attempt to remain viable. They entered bankruptcy, and most of the other major eastern carriers followed. In 1976, Congress passed the 4R Act which established the US Railroad Association to oversee the reorganisation of the eastern railroads into a new entity to be known as Conrail.

One principal requirement in creating a viable Conrail was the elimination of money-losing and marginal branch lines that its predecessors had been forced to operate. A number of marginal branch lines were turned over to newly-formed, entrepreneurial short line companies. These short lines were run by hands-on managers who lived and worked in the communities they served. They knew what their customers needed and did all they could to tailor service to those needs. They, and their customers, had a great deal of incentive to make their railroads work and they

were able to secure some support from state and local governments. Despite many dire predictions of failure, the experiment worked. Marginal branch lines became viable and valuable feeder lines and demonstrated their value in improving economic opportunities at the community level.

Staggers and rebirth

The Staggers Rail Act of 1980 in the US ended most of the economic regulation on the rail industry gave railroads an exit strategy for unprofitable lines. The other major railroads quickly began to market unproductive branches to short line operators, and the small railroad industry began an unprecedented rebirth - in essence returning to the roots of railroading. Over the ensuing years thousands of miles of track have been saved from abandonment, and hundreds of communities have been able to maintain and advance their economies thanks to continued rail service. By 2002 the short line industry had grown to 545 railroad companies operating over 29% of all US rail mileage and responsible for 25% of the total freight handled on the Class I Railroads. Today, short lines operate more than 50,000 miles of track, or 30% of the nation’s total railroad mileage. Today’s 603 short line railroads employ 20,000 people, serving 13,000 facilities and hauling more than 14 million carloads per year. One carload in every four is served in original or destination by a short line railroad.

North of the 49th parallel

Given the historically smaller rail network in Canada, it comes as no surprise that short line activity is equally smaller. The Railway As-

SHORT LINE RAILROADS

sociation of Canada (RAC) counts 39 short line railways among its membership. Short line railways operate in nine Canadian provinces, playing a critical role in domestic and international supply chains, from coast to coast to coast and many places in-between. Short line railways (class II rail carriers) are defined as railways that earn less than $250 million in annual revenues for two consecutive years.

Short line railways operate in nine Canadian provinces, playing a critical role in domestic and international supply chains, from coast to coast to coast, and many places in-between. The majority of short lines in Canada fall under provincial jurisdiction and operate within a specific region. While a short line railway may manage less infrastructure than a Class 1, the economic impact of Canada’s short line railways is significant and cannot be understated.

The development of Canada’s modern short line freight rail industry can be traced back to amendments to the Canada Transportation Act of 1996. Key amendments in this Act allowed the Class 1 freight railways to manage their own networks and shed less profitable rail lines. This resulted in a dramatic growth in the short line rail sector as entrepreneurs purchased these rail lines to continue operations. RAC’s short line railway membership increased from fewer than 10 short lines in the early 1990s to over 35 in the early 2000s. As of 2022, approximately 40 of RAC’s members provide short line freight services.

Many shortlines work collaboratively with Indigenous communities, municipalities, local industries, agricultural producers, and co-operatives, to ensure that the socioeconomic benefits of short line railways are shared. Specific actions include, but are not limited to, community safety initiatives [e.g., partnering

with Operation Lifesaver, the Transportation Community Awareness and Emergency Response Initiative (TRANSCAER)]; procurement policies favouring Indigenous and local companies; a focus on local and regional economic development, employee training & development; environmental stewardship; and support for charitable/community causes. Some short line railways are locally owned. For example, the Boundary Trail Railway (BTR) located in South-Central Manitoba was formed by a group of agriculture producers in 2008 after purchasing a portion of the former CP LaRiviere Subdivision that was scheduled for salvage. This producer-led short line provides the benefits of freight rail to seven communities and shippers of agricultural products, shippers of energy products, industrial products, and manufactured goods. BTR ensures that local shippers receive personalized local service while continuing to have full access to the North American rail network.

The challenges facing the short line sector often date back to their beginning. Challenges include lower traffic volumes, high operating ratios, and competition from other modes of transportation that operate on public infrastructure. There is also limited access to private financing also means that capital investments are limited in size and scope, which further inhibits growth. The result is that many short lines can only maintain status quo operations rather than investing in growth projects.

SHORT LINE RAILROADS

GOWESTFOR

THE Western Canadian Short Line Railway Association (WCSLRA) works on behalf of its members to bring issues of importance to short line railways to the attention of regulators.

Short lines build industry capacity to promote Western Canada’s agricultural exports, servicing thousands of producer cars per year and transporting resources and agricultural products from many businesses that are built directly on short line railways.

Rachel Mackenzie, WCSLRA Director, Communications and Government Relations, talked with Freight Tracks about the association and its work

to/from interchange with a Class 1 railway. Within our network, our Class 1 partners are CN and CPKC.

All Western Canadian short lines are former CN and CP branch lines that have been purchased by local ownership groups or other investors and now operate as independent railways, often under provincial regulation.

FT: What percentage of Canadian short lines are in your membership?

Mackenzie: The Western Canadian Short Line Railway Association has a focus on agriculturally-based short line railways operating in the provinces of Saskatchewan, Alberta and Manitoba.

FT: What is your definition of 'short line'?

Mackenzie: My definition of 'short line' is a railway that serves local customer facilities and delivers a wide range of freight traffic

TheSaskatoon-based Western Canadian Short Line Railway Association, previously the Saskatchewan Short Line Railway Association, is a not-for-profit membership based organisation representing the interest of short line railways across Western Canada.

Of the short line railways within these three provinces, 75% are members of our Association. We are hoping to expand our presence even further, especially in Manitoba.

FT: What is the general ownership model of Canadian short lines? Are they stock companies with very local ownership? Does private equity have any interests in short lines?

Mackenzie: The ownership models of short line railways in Western Canada are quite diverse. The ownership structures of our members include local stakeholder ownership groups (often a mixture of local agricultural producers/community members, rural municipalities, towns and villages), new generation

SHORT LINE RAILROADS

FORSHORTLINES

co-operatives such as Battle River Railway in Forestburg, Alberta, short lines that are owned by a larger railway company such as Omnitrax or Regional Rail, and short lines that are owned by agricultural and industrial corporations.

Many different types of investors recognise that short line railways are productive and sustainable businesses and a core piece of Canadian supply chain infrastructure.

FT: Does the CPKC merger have any implications for your members?

Mackenzie: Depending on their geographic location, our members are 50:50 split between being served by Canadian National and by Canadian Pacific Kansas City, with CN towards the North and CPKC in the South. Much of the grain produced in southern Saskatchewan and Alberta will end up on CPKC in its voyage through the network.

If CPKC offers competitive rates and the quality of service options and performance that they predicted with the merger, that will have positive implications for CPKC-served customers moving freight from rural Canada into the US and Mexico - including traffic that

SHORT LINE RAILROADS

originates on a CPKC-served short line.

FT: There seems to have been considerable consolidation south of the border (i/e G&W) where what looks like an independent line is actually owned by a major company or a Class 1 railroad. Is this the case in Canada?

Mackenzie: Short line railways are a desirable investment and the sale of an existing short line or the potential to create a new short line operation through the purchase of a branch line or new track construction would be interesting to a wide range of investors. Short line railways have industry-specific challenges, such as access to competitive insurance markets and those challenges may be easier for larger players to navigate.

However, it is very possible for smaller local ownership groups and co-operatives to succeed in the short line railway business, especially with entrepreneurial business practices and supportive government policies.

The ownership models of existing short line railways in our association remain quite diverse.

FT: Any other thoughts on the topic of Canadian short lines?

Mackenzie: Canadian short line railways play an understated but very important role in the Canadian supply chain. In addition to handling agricultural and industrial freight traffic, our members also provide a large amount of railcar storage and repair services. Every railcar stored in a storage facility represents a car that is not clogging the main Class 1 network, especially during times of economic upheaval, foul weather, emergencies and labour disruptions. During the early months of the pandemic, our short line railways were a very important pressure-relief valve to the Canadian rail network by providing space for underutilised railcars.

In Western Canada, Canadian short lines are often rural branch lines operating between small, rural communities. We are recognised as good employers in rural areas and offer high quality, attractive jobs. Because of the work-life balance on offer by short line railways and the quality of our reputation as employers, many short lines are able to attract and retain operational staff.

GC and HOG test bed for zero-emission railfreight

GEORGIA Central Railway and Heart of Georgia Railroad, both short lines owned by Genesee & Wyoming (G&W), have formally submitted a petition to the Federal Railroad Administration (FRA) signifying their intention to embark on a pioneering initiative involving the implementation of advanced zero-emission rail-freight technology, developed by Parallel Systems, across designated segments of their respective rail networks.

GC and HOG are firmly convinced that the deployment and subsequent widespread adoption of this innovative technology hold immense promise in capturing emerging container business activities associated with the Port of Savannah.

Additionally, it is anticipated that this transformative technology will rejuvenate traffic along rural

rail corridors and breathe new life into inland ports situated within the state of Georgia.

A remarkable outcome of this effort would be the mitigation of heavy truck traffic within the region and a consequential reduction in carbon emissions, aligning with environmental sustainability objectives. Subject to regulatory approval, the proposed multi-phased pilot project is slated to commence in the upcoming year. Oversight and management of the pilot will be conducted collaboratively by FRA, G&W and Parallel Systems.

This tripartite business partnership ensures the technology's demonstration within a real-world context, employing meticulously crafted protocols to assure the secure and controlled operation of the pilot.

RAILSPIRE SIGNS CUSTOMER AGREEMENTS WITH TWO HOLDING COMPANIES Government for Saskatchewan

TEXAS-BASED Railspire, a company that retrofits locomotives for autonomous driving, today announced it has signed customer agreements with two shortline holding companies, including one of the largest in the US.

Both companies will integrate Railspire’s technology for a variety of operational and organizational benefits, including increasing productivity, improving safety and employee retention, and reducing asset damage and costs. One customer chose Dallas as its initial deployment location, due to its central location and ease of air travel, to enable efficient demonstrations of the technology to team members across its entire enterprise.

“As issues such as rail safety, a protracted labour shortage, and the need for cost control increase in prominence, the industry needs innovative approaches like Railspire’s,” said said Lester Hightower, co-founder and board chairman of Railspire.. “It is an exciting time to be offering game-changing innovations to such a storied and vital industry.”

These engagements represent Railspire’s third and fourth customer agreements. The company secured its first and second customers in November and December of 2022.

SHORT line railway companies are on track to receive grants from the Government of Saskatchewan through its Short Line Railway Improvement Program (SRIP).

The $530,000 in funding will assist with track up grades and expansion, improved crossing surfaces and sightlines, bridge maintenance, track rehabilitations and more.

"The short line rail industry plays a pivotal role in bolstering our economy by efficiently transporting agricultural goods and a multitude of other products across our growing province," Highways Minister Jeremy Cockrill said. "Our commitment to this program ensures ongoing provision of grants to short lines, empowering them to enhance their tracks through upgrades and expansion projects."

Grants are determined based on how much track each short line owns. Small networks with less than 80 kilometres of track receive at least $25,000. The larger networks receive a proportional amount based on how much track they operate.

Funding allocations for 2023-24:

n Thunder Rail $25,000

n Torch River Rail $25,000

n Northern Lights Rail $25,000

n Southern Rails Cooperative $25,000

n Long Creek Railroad $25,000

n Wheatland Rail $25,000

n Red Coat Road & Rail $25,000

n Stewart Southern Railway $28,297

n Last Mountain Railway $29,155

n Carlton Trail Railway $37,515

n Great Sandhills Railway $43,089

Saskatchewan short lines

grants lead to improvements

Communication and Government Relations Rachel Mackenzie said. "Improving infrastructure ensures safe and efficient rail service for our members in Saskatchewan which is critical to support exporters of agricultural and other commodities."

Provincial grants provide up to 50 % of eligible project costs. The funding is used by rail lines for a variety of projects including expansion of rail yards, improved crossing surfaces, bridge maintenance, track rehabilitation and track materials.

There are 13 provincially regulated short line railways in Saskatchewan that operate on 2123 kilometres of track, primarily transporting grain.

n Big Sky Rail $87,035

n Great Western Railway $129,909

"The SRIP grants go to support more efficient operations for Saskatchewan short line rail," Western Canadian Short Line Railway Association Director of

Gulf & Atlantic Railways inks deal to acquire Midwestern short lines

GULF & Atlantic Railways (G&AR) has signed an agreement to acquire three midwestern railroads from Midwest & Bluegrass Rail. The railroads, Camp Chase Railroad (CAMY), Chesapeake & Indiana Railroad (CKIN) and Vermilion Valley Railroad (VVRR), are located in Ohio, Indiana and Illinois, respectively, and will expand G&AR’s existing portfolio from two railroads to five.

“We look forward to continuing the safe, customer-focused operations of these railroads, which we believe are complementary to our existing business,” said Ryan Ratledge, Chief Executive Officer at G&AR. “The high-quality leadership at Midwest & Bluegrass has done a tremendous job of enhancing these lines and preparing them for growth. We are eager to begin working with the solid group of professional railroaders who will soon join the Gulf & Atlantic team.”

The acquisition list

Camp Chase Railroad (CAMY), which operates 15 miles in the Columbus, Ohio area and interchanges with Norfolk Southern (NS) and CSX. CAMY offers rail-truck transload and industrial development opportunities.

Chesapeake & Indiana Railroad (CKIN), which operates 28 miles (48 km) of track in northwest-Indiana, offering proximity to Chicago. CKIN provides daily switching service, connecting with NS and CSX. The railroad regularly handles unit grain trains and offers rail-truck transload services at La Crosse, Ind.

Vermilion Valley Railroad (VVRR), which connects with CSX in Danville, Ill., extending 10 miles from the Illinois-Indiana state line to Olin, Ind. VVRR provides flexible service to large-scale logistics projects involving rail-truck transload of dimensional loads and other products.

In addition, VVRR operates a full-service locomotive shop, capable of performing heavy maintenance on company-owned diesels as well as units for third-party lessors.

Gulf & Atlantic Railways owns and operates two lines: regional railroad Florida, Gulf & Atlantic (FGA) and short line Grenada Railway (GRYR).

FGA operates on 430 route miles (692 route kms) of track in Florida generally running east west along the Interstate 10 corridor between Baldwin and Pensacola, with a branch line from Tallahassee to Atapulgus, Ga. FGA connects with AN Railway and CSX.

WOMEN IN RAIL FREIGHT SHORT LINE RAILROADS

W&W agrees Commercial Metals latest steel mill

LATE last year, Winchester and Western Railroad (W&W), an affiliate of OmniTRAX, the nationwide supply chain, industrial development and logistics solutions provider, has signed an agreement to serve Commercial Metals Company's (CMC) latest steel mill in West Virginia. CMC, the largest manufacturer of steel reinforcing bar (rebar) in North America and Central Europe, selected Falling Waters, West Virginia after an exhaustive multi-state site review. The strategic site, located along the historic 106-year-old W&W rail line, provides expansive market access and provides expansive market access to two-thirds of the nation’s population.

"The new CMC mill exemplifies the power of pairing rail and real estate together," said OmniTRAX CEO Dean Piacente. "By combining the efficiency of rail transportation with a strategic location that can efficiently reach two-thirds of the

nation's population, this new mill is a model of supply chain optimisation."

The CMC mill project was a collaborative economic development effort by OmniTRAX, State of West Virginia leaders, and Berkeley County officials. The W&W supplemented a state and county incentive package with a custom rail service agreement and additional infrastructure investments to secure West Virginia's successful site selection pursuit.

"This new partnership reflects a cross functional team effort to provide CMC with a highly customized commercial service solution. I'm proud of the collaborative work invested to make this day possible," added Piacente.

The new steel mill is projected to generate more than 200 jobs while reducing interstate traffic. CMC anticipates a late 2025 facility opening.

Short Line Safety Institute Welcomes Ryan Risdon in New Role

The Short Line Safety Institute (SLSI) has selected Ryan Risdon for the new position of Manager, Program Support. Ryan Risdon brings more than twenty-five years of experience in railroad safety administration, compliance and emergency response management, adding to the SLSI staff’s more than 600 years of hazardous materials safety experience.

As the Manager, Program Support, Risdon will be instrumental in providing support to both the safety culture and hazardous materials training programs. Each of these programs has grown steadily, adding new elements such as Leadership Development Training, Transportation Emergency Response Plans (TERP) and Assistance for Local Emergency Response Training (ALERT) to address safety gaps in the short line railroad industry.

“We are excited to have Ryan aboard. He brings significant and diverse experience in managing the challenging environment of railroading from both the employee and contractor perspectives. In addition, his more than fifteen years as a firefighter/EMT volunteer will provide meaningful

insight into how we can best serve the training needs of emergency personnel who may be called to the scene of a railroad incident,” said Tom Murta, Executive Director, SLSI.

The Short Line Safety Institute has conducted more than 128 Safety Culture Assessments to date, including for freight, tourist and passenger railroads. SLSI’s Hazardous Materials Training programme has provided training to 2,632 individuals across 476 railroads over the past five years.

“I’m joining the Short Line Safety Institute at an exciting time. With the recent completion of the inaugural ALERT training, and increased attention being paid to hazardous materials safety response following the February 3 derailment in East Palestine, Ohio, the SLSI is poised to develop and deploy several new programs that will provide enhanced training to short line railroads before, during and after an incident,” said Ryan Risdon.

“I’m looking forward to applying my experience as an emergency responder, and as a safety professional on a railroad to benefit the short line railroad industry.”

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WOMEN IN RAIL FREIGHT SHORT LINE RAILROADS

Short Line Safety Institute holds First Alert Program at New Orleans and Gulf Coast Railway

THE Short Line Safety Institute

(SLSI) has completed its first Assistance for Local Emergency Response Training (ALERT) programme at the New Orleans and Gulf Coast Railway in Belle Chasse, Louisiana. Members of local emergency response, including the Jefferson Parish HazMat Team, the Jefferson Parish Fire Department and the Gretna Police Department and railroad employees participated in training combining instruction, hands-on training, and interactive experience-based discussions tailored to meet first responders’ needs.

The Short Line Safety Institute’s expert instructors, who have more than 600 years of combined experience in hazardous materials transportation safety, covered:

n Baseline Information

n Safety & Scene Size-up

n Scene Isolation & Product Identification

n Incident Management

n Rail Industry Collaboration

“Ensuring that local first responders can rapidly and effec-

tively respond to a hazardous materials incident in partnership with railroad personnel will provide the best opportunity for a safe well-coordinated incident response and community protection.

In the more than 200 hazmat training classes that the SLSI

mitment to continuously train and improve preparedness for any incident,” said Mitch Harris, Director Safety, Training & Regulatory Compliance, Rio Grande Pacific Corporation, parent company of New Orleans and Gulf Coast Railway.

has provided to short line railroads since the program began, the ability to train local first responders has been a consistent request shared by participants, and we are pleased to be able to meet that need with the ALERT programme,” said Tom Murta, Executive Director, SLSI.

The programme is provided at no cost to the participating entities with grant funding from the US Department of Transportation (USDOT) through the Pipeline and Hazardous Materials Administration (PHMSA).

“The New Orleans and Gulf Coast Railway has an exemplary safety record, in part due to the company leadership’s com-

“The Short Line Safety Institute’s ALERT programme complements our current training. Following this exercise our area first responders are better equipped to work closely with our railroad personnel to respond to a hazmat incident, prioritising the safety of our community members, employees and property.”

The ALERT grant promotes hazmat response training for volunteer or remote emergency responders, familiarising participants with railroad operations and regulations.

The SLSI recently recognised its seventh year of operations, with more than 100 Safety Culture Assessments completed, and more than 200 hazardous materials training classes successfully conducted on short line railroads.

India report

On August 15 1947 along with India, Indian Railways (IR) were also partitioned. Out of a network of more than 65,000 km+, a sizeable portion of 10,000 km+ went to West and East Pakistan (the present day Bangladesh).

Even then, the remaining Indian network was divided into 52 companies and comprised of four gauges: Broad Gauge (5’6”/1.68m), Metre Gauge (1 m), Narrow Gauge (2’6”/0.76 m) and Narrow Gauge (2”/0.61 m). There was also a small portion of standard gauge too.

Steam was the dominant traction, with 8000+ locomotives, with a minuscule number of 72 electric locomotives - almost all were suburban EMU local trains - and just 17 diesel locomotives.

Only 388 km of the entire route length were electrified. Railway coaches were four-wheeler and wooden bodied. Freight wagons, too, while as steel wagons were also four-wheeled.

Signalling was rudimentary. Train lengths were small and the loading too was basically oriented towards the export of raw materials and import of

finished goods as it suited the now departed colonial rulers.

It has come a long way since independence. While in the initial socialist era, investment in this crucial sector of economy was neglected, the shortfall is being made good for last few years .

Nine points

Major achievements since independence can be listed as under:

1. Project unigauge: Today IR boasts of a uniform BG, along the length and breadth of the country except for hill trains which are now used mainly for heritage tourism purposes.

2. Electrification: Apart from being 100% BG, IR tracks are nearing 100% electrification. This has enabled seamless runs of trains adding to efficiency of the system.

3. Modern rolling stock: Today all the rolling stock is made of steel, is bogie stock and have air brakes.

4. Signalling: It has been upgraded almost at all stations to either electro-mechanical or electronic system. Indigenous anti collision system KAVACH coverage provision is targeted to cover entire network.

5. Safety: Except for odd bad cases, the overall safety standards of Indian Railways have gone up and are certainly way ahead of its close competitor, the road sector.

6. Speeds: while majority of the track has a limit of 110 km/h, trunk routes enable 130 km/h with 160 km/h work is in progress.

7. Metro networks: 15 cities today boast metro networks with total lengths nearing 1000 kms. Work in total of another 30 + cities under different stages of execution/planning.

8. High speed rail network: Mumbai- Ahmedabad route is in advanced stage of construction and has brought cutting edge technology.

9. Mega Projects: Connectivity projects of NE states, Kashmir Rail Project, Char Dham Project and so on will make the country stronger bringing prosperity to Indian citizens.

"Long years ago we made a tryst with destiny ... At the stroke of the midnight hour, when the world sleeps, India will awake to life and freedom. Jawaharlal Nehru August 15 1947

Lalit Chandra Trivedi looks at how the railways in India have fared since 1947

Cabinet approves Seven Multi-tracking Projects

THE Cabinet Committee on Economic Affairs chaired by Prime Minister Shri Narendra Modi has approved seven projects of Ministry of Railways with estimated cost of around Rs.32,500 Crore, with 100% funding from Central Government. The proposals of multi-tracking will ease operations and reduce congestion, providing the much required infrastructural development on the busiest sections across Indian Railways.

The projects covering 35 Districts in nine States: Uttar Pradesh, Bihar, Telangana, Andhra Pradesh, Maharashtra, Gujarat, Odisha, Jharkhand and West Bengal will increase the existing network of Indian Railways by 2339 km and will provide employment of 7.06 crore man-days to the people of the states.

These are essential routes for transportation of varied basket of commodities such as foodgrains, fertilizers, coal, cement, fly-ash, iron and finished steel,

clinkers, crude oil, lime stone, edible oil and so on. The capacity augmentation works will result in additional freight traffic of magnitude 200 MTPA (Million Tonnes Per Annum). The projects are in line with Prime Minister’s Vision of a New India which will make people of the region Atmanirbhar by creating Multi-tasking work force in the region and will enhance their employment/ self employment opportunities.

The projects are result of PM-Gati Shakti National Master Plan for Multi-model connectivity which have been possible through integrated planning and will provide seamless connectivity for movement of people, goods and services.

Another FEA-T for GBRf

THE final FEA-G intermodal wagons have now arrived in the UK, marking the successful delivery of a total 100 new intermodal wagons as well as 50 new JNA-X Box Wagons in a partnership between GB Railfreight (GBRf), Porterbrook and Greenbrier.

The wagons, which are now on lease to GBRf, signify an increase in rail freight capacity in the UK to encourage the modal shift from road to rail. Dave Golding, Asset Director at GB Railfreight, said: “These new wagons are some of the best available in the UK right now and we’re continually adding them to our services. They have allowed us to move an extra 1.2 million tonnes of aggregate every year.

Combined, they will remove c.400,000 lorries movements from our roads a year, leading to a huge reduction in our carbon emissions and delivering significant road safety benefits.”

The innovative new FEA-G intermodal high-density twin wagons can carry six twenty-foot equivalent units (TEUs) on each service, significantly increasing the vol-

ume of cargo that can be transported on each journey.

The JNA-X box wagons represent a design evolution, featuring additional strengthening on the box without adding any weight. They can each carry 101.6 tonnes.

The successful on time delivery is a significant achievement for the teams from GBRf, Porterbrook and Greenbrier as the project was impacted by the pandemic, a supply chain disruption, and surge in inflation and energy price increases due to the war in Ukraine.

Mark Wyborn, Head of Freight at Porterbrook, said: “This project demonstrates our commitment to freight and positions us well for future growth in the sector. It is testament to the strength of our partnership with GB Railfreight and Greenbrier that we’ve worked together and agreed ways to mitigate significant challenges.”

John Brown, Head of Sales at Greenbrier said: “In November 2022 the first JNA box wagons arrived into the UK, on schedule, followed shortly after by the first 60ft Intermodal Twin wagons.”

Switzerland may build an underground logistics system in tunnels using only renewable energy

IN Switzerland, an ambitious proposal could see the construction of an expansive underground network through which self-driving pods would transport freight across the country.

The new type of underground freight infrastructure would be complementary to the Swiss road and rail network, and relieve it at critical points.

Cargo Sous Terrain (CST) claims the project will reduce heavy traffic from Swiss roads by up to 40%, and because it will use only renewable energy, it will emit

80% less carbon dioxide per ton of cargo than transporting freight by road today.

The providers claim to establish a complete, automated, flexible and durable underground cargo system which allows the transport of pallets and crates for packages, individual items, break bulk cargo and bulk goods, as well as their storage.

If built, the whole cargo tunnel network would stretch around 500 km with the tunnels 40 to 80 metres below ground.

Ten new vectron locomotives strengthen green cargo's international traffic

THE first of ten new Vectron locomotives has been delivered to Green Cargo in Malmö. The locomotives will primarily be used to strengthen Green Cargo's international traffic in the corridor between Malmö and Maschen in Germany starting in 2024. The six current corridor locomotives will be integrated into Green Cargo's domestic network and increase the company's capacity on the Swedish market.

From the turn of the year, Green Cargo's international traffic between primarily Malmö and Machen will use brand new Siemens Vectron locomotives. The locomotives are equipped with ETCS, which will be a prerequisite for traffic through Denmark. Green Cargo leases the ten locomotives through a long-term agreement from the suppliers Akiem and Alpha Trains, who deliver five locomotives each.

"The locomotives will primarily mean that the traffic quality increases for our customers in international traffic as we strengthen operational reliability and redundancy on the locomotive side compared to today. The new locomotives also give us the opportunity to expand our international traffic," says Marcus Wiklund, project manager for Vectron locomotives at Green Cargo.

The first locomotive that has now been delivered will initially be used as a training locomotive during the autumn. During the training period, the locomotive will be used in existing traffic between Malmö and Trelleborg.

"The Vectron is a locomotive highly appreciated by the drivers who have test driven it and is well adapted to corridor traffic. Technically and equipment-wise, you can drive it seamlessly all the way between Norway and Austria. We also get access to good and fast maintenance opportunities in both Germany and Sweden, which is also an important aspect in this context", says Marcus Wiklund.

As Green Cargo goes from six corridor locomotives today to

ten in 2024, some of them will initially run in Skåne as well. As soon as the transport demand in the corridor grows, all ten Vectron locomotives will run between Malmö and Maschen. The current six corridor locomotives will be integrated into Green Cargo's domestic network and thereby increase the company's capacity on the Swedish market.

"All in all, these new locomotives represent an important reinforcement of both quality and capacity for Green Cargo's international traffic with positive effects for our domestic network as well", says Marcus Wiklund.

Digital block train orders enter pilot phase

THE ÖBB Rail Cargo Group (RCG) is advancing its digital railway logistics capabilities through a strategic partnership with Omya and Rohrdorfer. This collaboration marks a significant step forward as Omya and Rohrdorfer become the inaugural pilot customers actively engaged in testing the pioneering "block train ordering" service within the live MIKE platform.

Underpinned by MIKE, RCG's cutting-edge digital assistant, the company is introducing a streamlined digital goods transport solution for its esteemed clientele, partners, and workforce. This initiative is geared towards enhancing transport processes by rendering them more efficient, transparent, and user-friendly—spanning the entire spectrum from initial transport requests to final invoicing. The evolution of MIKE remains an ongoing endeavor, wherein customer participation is integral from the project's inception, ensuring agile collaboration throughout the design and rollout phases.

A compelling example of this dynamic co-operation is the ongoing pilot phase for the block train ordering module. With active involvement from customers Omya and Rohrdorfer, as well as RCG's logistics and digitalisation experts, alongside partner agency Sclable, a comprehensive concept has been crafted. This concept has undergone iterative refinement through reciprocal feedback, ultimately resulting in a service tailored to meet customer demands and operational workflows. Presently, the block train ordering module has transitioned into its pilot phase for the benefit of both Omya and Rohrdorfer.

The introduction of this novel service brings about a heightened level of clarity in co-ordinating activities between RCG and its clientele. All pertinent stakeholders now possess the capability to monitor and verify real-time updates pertaining to their scheduled train movements. Additionally, the modification of commercial order data has been streamlined, eliminating the need for protracted email exchanges or phone discussions in cases of train alterations or cancellations.

MIKE proactively furnishes relevant information, obviating the need for reactive communication. Moreover, MIKE facilitates centralised access to weekly schedules, train cancellations, and modifications, thereby aligning customers and partners on a unified data platform. Consequently, the reliance on extensive Excel documents and cumbersome negotiations is obviated.

The trajectory of MIKE's development encompasses initiatives such as the design and implementation of ad hoc train ordering for other pilot customers. In tandem, the block train ordering feature will be integrated into the broader MIKE service.

Montreal Canadiens' practice facility to be named CN Sports Complex

THE south shore facility is a state-ofthe-art training center that welcomes hockey players, soccer players, and athletes of all disciplines, in addition to hosting community programmes.

The Montreal Canadiens announced that the club's training facility in Brossard will now be known as the CN Sports Complex.

"We are proud to welcome CN as a partner of the Montreal Canadiens. CN is not only a world leader in transportation, but also an iconic Canadian company which, like the Canadiens, has been based in Montreal for over a century.

"We are delighted to begin this

multi-year partnership with CN and we look forward to working together with them," said Groupe CH president, sports and entertainment, France Margaret Bélanger.

"We are very proud of this new partnership with the Montreal Canadiens. The Habs are a quintessential Montreal institution and as a Montreal-based company ourselves, we wanted to contribute to our hometown in a meaningful way.

"The Sports Complex is a great opportunity to give back via a stateof-the-art facility, which uses physical activity as a means to create special moments for users," added

As part of Rail Safety Week and to mark the start of the Canadiens' training camp, CN is inviting the public and Habs fans to come meet the CN team on September 23 at the facility where Canadiens promotional items will be up for grabs, including a signed Nick Suzuki jersey.

The Montreal Canadiens would like to thank Bell for their support and confidence since the training center's inauguration in 2008. The facility's interior and exterior signage will be updated in the coming days to reflect the new partnership.

Tracy Robinson, President and CEO of CN.

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Thousands benefit from Victa Railfreight’s safety training

MORE than 3900 people across the UK have now been trained on Victa Railfreight’s Rail Safety Awareness (RSA) ground-breaking course.

The candidates all have a job role which includes the possibility of them working in the vicinity of railway lines in freight yards or maintenance facilities.

They come from a variety of businesses and sectors including ports, quarries, power stations and waste recycling facilities and are predominantly employed as site operations managers, loading and discharging operatives, port police, security guards, site contractors, auditors, engineers/ maintenance teams as well as in operational and safety roles.

Neil Sime, Managing Director of Victa Railfreight, said: “We’re very proud of developing this course and adding real practical safety value to the thousands of candidates who have at-

tended. As experts in the field of safety training in rail freight yards, we were closely involved with the ‘Guidance on Operational Railway Safety Awareness’, recently issued by RSSB.

“Our bespoke course delivers on the demand for a suitable training standard for staff from a variety of sectors whose duties may involve railway activity in a yard, siding, maintenance facility and at terminals, rather than on the mainline. The course is also ideal for personnel employed in train maintenance or cleaning facilities, and for those employed by the emergency services.”

Tailored courses

All Victa Railfreight’s courses are tailored to each customer’s operational and locational requirements, such as at quarries, waste recycling plants, intermodal, bulk and biomass sites and

ports, or for those employed in maintenance roles and for the emergency services.

Mark Grimshaw-Smith, Head of Rail and Sea at Cemex UK, said: “It has been very rewarding to see this excellent course evolve and become so widely embedded in the private sidings sector helping to establish not only the basic principles of rail safety but also help promote a proactive, collaborative rail safety culture. We were involved in tailoring the course for the construction sector along with industry colleagues in the Rail Freight Group.”

Colette Ranford, Training and Development Manager at Victa Railfreight, said: “Our site-specific Rail Safety Awareness training is invaluable for people whose roles bring them into close proximity of activity within rail connected yards and sidings where their duties do not require them to go on the mainline."

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ON THIS DAY: RAILFREIGHT

AUGUST 22

1998 NORFOLK Southern and CSX purchase 58% and 42% of Conrail stock, respectively, dividing the railroad between them.

AUGUST 23

2010 AT 16:30 17 cars (16 loads and one empty) from five-locomotive, 95-car Canadian National train #M-365-21-23 derail at Mile 165.80 of the Saint-Maurice Subdivision, near Clova, QC. Approximately 1300 feet (400 m) of track was destroyed. There were no injuries and no permanent damage to the environment.

AUGUST 25

2015 THE United States and Mexico open their first new rail link in more than a century as part of plans to update infrastructure carrying nearly $600 billion a year in bilateral trade, officials said. The West Rail Bypass International Bridge connecting Brownsville, Texas with the city of Matamoros across the border will largely carry freight, the US Commerce Department said. Since the North American Free Trade Agreement was implemented over 20 years ago, trade with Mexico has increased sixfold and Mexico has become one of the biggest trading partners with the United States, US Secretary of Commerce Penny Pritzker said.

AUGUST 27

1999 AT approximately 10:40 a Canadian National (CN) crew was performing switching operations in the west end of yard CB at Cornwall, Ontario, on the Wesco spur, at Mile 69.4 of the CN

Kingston Subdivision, when six tank cars ran away on track CB17. The cars rolled eastward for 475 feet (145 m) and struck the stop block at the end of the track. At the time of impact, one car derailed and its tank was punctured. Approximately 5000 gallons (27,200 liters) of product, a class 3 combustible liquid, NA 1993, was released but was almost all recovered. There were no injuries.

AUGUST 28

1829 HORSE beats horsepower! Tom Thumb, the first American-built steam locomotive used on a common carrier railroad, is pitted against a horsecar in a race on a bright summer’s day. After taking syndicate members and friends in an open car at the then un-heard speed of 18 mph (29 km/h), a challenge is issued on the return journey for an impromptu race with a horse-drawn car. The grey horse won.

RAILFREIGHT HISTORY

AUGUST 30

2007 AT about 04:59, a westbound BNSF train, consisting of a locomotive and two cars, was being remotely controlled when it collided with the side of a standing tank car that was fouling a crossover between two tracks at BNSF’s Mormon Yard in Stockton, California.

A helper, who was remotely controlling the moving train, had been riding the side ladder on the leading end of a covered hopper car. When the hopper car collided with the tank car, the helper was killed.

The cause, says the NTSB, was the remote control foreman’s failure to ensure that the crossover was not fouled when he lined switches to allow the helper to move the remotely controlled train through the crossover.

Contributing to the accident was the yard trainmaster’s failure to inform the remote control crew that a local train crew had left rail cars on track 132 that were not clear of the crossover.

Contributing to the severity of the accident was the remote control helper’s position on a side ladder of the train’s leading rail car as he was controlling the train through the crossover.

AUGUST 31

1987 SUBSIDIARY CSX Transportation absorbs Chesapeake & Ohio, the only corporate survivor of the Chessie System Railroads.

SEPTEMBER 1

1886 REGULAR goods traffic begins to pass through the Great Western Railway’s Severn Tunnel linking southern Gloucestershire and Monmouthshire as

it is initially freight only.

SEPTEMBER 2

1976 THE MV TILLIE Lykes anchors in Dublin Bay, having arrived from New Orleans with 18 new 071 Class GM locomotives for Córas Iompair Éireann.

SEPTEMBER 3

1982 CANADA Dock Goods shed in the Liverpool docks closes after 116 years of operation.

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