Today's Train Of Thought- Faded Glory, July 4th, 2014

Today's Train of Thought takes us to South Dakota and features a one-of-a-kind throwback that has withstood more than two decades of service on the harsh conditions of the Great Plains.

Dakota, Minnesota & Eastern SD40-2 SD40-2 #6359 started out life in 1974 as Milwaukee Road #193 and served the troubled class 1 until the Soo Line took over a little more than a decade later. By the early 1990s, a small fleet of secondhand SD40-2s were sold to Cedar Holdings' fairly new startup, the Dakota, Minnesota and Eastern. The line operated hundreds of miles of secondhand former Chicago & Northwestern trackage across the state of South Dakota as well as parts of Wyoming, Nebraska and southern Minnesota. Although generating traffic was seldom a problem- the western end of the line generated aggregates, wheat, cement, Bentonite Clay and more recently, ethanol- the condition of the track and bridges between Pierre and Rapid City, SD restricted the DM&E to 10 MPH running. Still, in 2002 Cedar Holdings was ambitious enough to purchase the Washington Group's I&M Rail Link [parent company of the Montana Rail Link- NANESB!- a cluster of former Soo Line- nee Milwaukee Road- mainlines through the Midwest that linked the Twin Cities with Kansas City, MO and Chicago via Sabula, IA. The new railway was a sister company called the Iowa, Chicago & Eastern

Meanwhile, the DM&E was working on a project that would give them access to Wyoming's Powder River Basin and open up that state's coal fields to competition from a third rail carrier- breaking Union Pacific and BNSF's duopoly on the region. However, a number of obstacles had to be overcome before that could become a reality- such as the extremely slow track between Rapid City and Pierre and noise mitigation near the renowned Mayo Clinic in Rochester, MN.

As estimates for work on a completed line between Wyoming's coal fields and the Mississippi River at Winona, MN continued to skyrocket Canadian Pacific decided they should be the ones to step in and undertake such an endeavor, and purchased Cedar Holding's rail properties outright in 2008. Besides the proposed Powder River expansion, CP Rail got their former Milwaukee Road lines to Chicago, the Twin Cities, Kansas City and branchlines to Mason City and Sheldon, IA.

However, with the hostile takeover of CP Rail by the Pershing Square hedge fund in 2011 and the slumping demand for coal thanks in part to the onerous regulatory burdens placed on them by an EPA determined to kill off the coal industry, CPR lost their appetite for the Powder River expansion and by extension, much of the original DM&E trackage. By late 2012, much of the 600+ miles of Marshall, MN was placed for sale. In early 2013, CPR announced they had reached a deal with the Genesee & Wyoming family of shortlines to sell off the trackage between Marshall, MN and Colony, WY via Pierre and Rapid City, SD to form a new railway called the Rapid City, Pierre & Eastern. Reportedly included in the transaction is a number of former DM&E SD40-2s to be used as power for the Genesee & Wyoming startup.

During CP's tenure at the helm of running the DM&E, it was often difficult to tell whether or not they had in fact taken over. Most of the trains still regularly sported former DM&E or ICE power and to makes things a little more confusing the Dakota, Minnesota & EAstern purchased a number of secondhand SD40-2s from Canadian Pacific- many of which were still painted CPR red but stenciled for the DM&E at the time of the Canadian Pacific takeover.

Moreover, the DM&E had a habit of naming some of their units after the towns the main line went through- SD40-2s were dubbed 'City of Wall' or 'City of New Ulm'. However, DM&E #6359 was a little different- in 1991, she was painted with a special mural of Mount Rushmore to celebrate the 50th anniversary of the national monument and dubbed the Mount Rushmore.

Despite the number of changes that have taken place over the DM&E in the last 20+ years, DM&E #6589 still sports the Mount Rushmore mural on her long hood. While it may not be included in the batch that CPR sent to the Genesee & Wyoming line, the #6359 still gets around plenty, making its way as far east as CSX's massive Selkirk yard outside of Albany, NY in the past few years as run-through power on unit ethanol trains.

Here, railpictures.net contributor Michael Polk caught the Mt Rushmore leading two other DM&E SD40-2s on an empty grain train on a branchline near Onida, SD on July 3rd, 2013. The final destination are the elevators just outside the town of Onida. This quintessential granger scene seems largely unchanged from the last 20 or so years, despite the presence of CPR red among the cornstalks.

Iron Horse Update for January 2014

Westbound Dakota, Minnesota & Eastern freight between Huron and Rapid City, SD seen passing through Wall, SD with CP Rail and Dakota, Minnesota & Eastern SD40-2s in June 2007- a year before the CP Rail takeover. JJ Schrader photo

CANADIAN PACIFIC- CP Rail and shortline operator Genesee & Wyoming have reportedly reached a deal to purchase more than 600 miles of former Canadian Pacific (ex Dakota, Minnesota and Eastern, nee Chicago & Northwestern) trackage in South Dakota, Minnesota, Nebraska and Wyoming.

The price tag for the deal was reportedly $210 million and is Genesee & Wyoming's first transaction since last year's takeover of Rail America. The new name for the line will be the Rapid City, Pierre and Eastern and will run from Tracy, MN west to Colony, WY by way of Rapid City and the South Dakota capitol of Pierre. According to a GWR press release, the transaction includes a branch from Rapid City to Dakota Jct, NE as well as trackage rights over CP from Tracy to Mankato, MN to interchange with the Union Pacific as well as trackage right over BNSF between Yale and Watertown, SD and a separate line between Wolsey and Aberdeen, SD where the Rapid City, Pierre & Eastern could also interchange with the independent regional Dakota, Missouri Valley and Western. This stretch of the line primarily hauls ethanol, wheat, bentonite clay and cement.

Prior to 2008, the line was part of the Dakota, Minnesota & Eastern system. The DM&E was reportedly interested in expansion by building a new line in Wyoming to access coal from the Powder River Basin and ship it to power plants throughout the Midwest. However, the line between Pierre and Rapid City featured unstable roadbed as well as aging track and bridges limiting speed limits to 10 MPH over that portion of the line and creating a significant bottleneck. With the 2008 CP Rail takeover, a number of proposed improvements were approved but quickly forgotten after competition from natural gas and regulatory burdens on coal drove prices down and the CP Rail installed Hunter Harrison as its new CEO after a 2012 hostile takeover by the Pershing Square Capital Management hedge fund. With the focus shifting to rising oil traffic from Alberta and North Dakota, the former DM&E lines became viewed as insignificant backwater and an increasing burden by CP Rail management.

The DM&E itself was started up after the Chicago & Northwestern announced their intent to abandon marginal and unprofitable lines through South Dakota and parts of Minnesota in the early 1980s. Responding to pressure from shippers and then-US Senator Larry Pressler, the C&NW spun off their lines between Winona, MN and Rapid City, SD to the newly formed Dakota, Minnesota & Eastern in 1986 and the railroad began operations with castoff equipment and facilities.

In addition to their Powder River ambitions, the DM&E purchased the 1700 mile I&M Rail Link in 2002. The I&M Rail Link ran between the Twin Cities and Kansas City via the former Milwaukee Road/Soo Line main and also ran to Chicago via Iowa. The newly-formed sister railway- called the Iowa, Chicago & Eastern- gave shippers in South Dakota access to the Twin Cities, Chicago, St Louis and the Great Lakes. Ironically, the Canadian Pacific reacquired most of the lines in 2008 with their acquisition of the DM&E and IC&E that their Soo Line subsidiary spun off in the late 1990s. To hardly anybody's surprise, the former IC&E trackage between the Twin Cities and Kansas City as well as the Sabula, IA to Chicago line weren't on the chopping block.

Pere Marquette Berkshire #1225 seen passing a grain elevator in the village of Carland, MI with an excursion on December 13, 2013. Brian Plant photo

MICHIGAN- After a hiatus of nearly four years, Pere Marquette 2-8-4 #1225 is back in service for the Owosso, MI based Steam Railroading Institute. The big Berkshire re-entered service at the end of November, in time for the SRI's Polar Express excursions over the Great Lakes Central Railroad between Owosso and Ashley, MI in December [although some of them were cancelled due to a state of emergency being declared in Shiawassee County, MI due to a snowstorm- NANESB].

The locomotive last ran at the end of 2009, when it was pulled from service for it's FRA-mandated 15 year boiler inspection. A few months prior, the #1225 was one of the marquee attractions at the 2009 Train Fest, which also included fellow Berkshire Nickel Plate #765 and Southern Pacific's colorful 1941-built Daylight #4449.

Appropriately enough, there is another gathering of vintage iron horses- as well as aircraft and autos- within a few months of the #1225's return to service. The gathering is dubbed Locomotives Wings and Wheels and in addition to the #1225, the gathering is scheduled for June 20-22 and will also feature restored WWII era P-51 Mustangs from the Commemorative Air Force as well as SRI's Flagg Coal Company 0-4-0 switcher and visiting steam locomotives from the Little River Railroad.

CANADIAN NATIONAL- Just days after a fiery train wreck and derailment in Casselton, ND, a Canadian National freight carrying crude oil and liquefied propane derailed in rural New Brunswick near the village of Plaster Rock. According to a CN spokesman, 19 cars and one locomotive derailed on the 122-car four locomotive train.

Unlike the Lac Megantic disaster last July of the BNSF oil train explosion in Casselton, ND earlier this month, the CN train involved in the derailment was a mixed freight, meaning it was carrying other commodities besides petroleum and liquefied natural gas. However, the wreck prompted the evacuation of nearby residents and some of the derailed cars burned for four days after the derailment.

Transportation officials believe that a mechanical failure prompted the train to apply the emergency brakes prior to the derailment. There were no reports of injuries to the crew.

Plaster Rock, NB is about 30 miles away from the Canada/US border in the northwestern corner of New Brunswick and has a population of roughly 1100 according to Canada's 2011 census.

Iron Horse Roundup For July/August 2013

AFP Photo

MONTREAL, MAINE & ATLANTIC- In the wake of last month's deadly runaway train wreck that devastated the southern Quebec town of Lac Megantic, Hermon, ME-based Montreal, Maine & Atlantic filed for Chapter 11 bankruptcy in federal bankruptcy court in Bangor, ME.

The MM&A has also petitioned Canadian civil courts for relief under that country's Companies’ Creditors Arrangement Act. The company appears to have set aside nearly $786,000 as “indemnification and/or contribution in connection with wrongful death litigation and other claims,” according to a listing of the company’s 20 largest creditors.

MMA still owes $27.5 million of a $35 million loan it received from the Federal Rail Administration in 2005, according to Gardner’s affidavit. The railroad also has a $6 million line of credit with the Wheeling & Lake Erie Railway Co. issued in June 2009. That company has sought to protect its security interest, the affidavit said.

Other creditors include JD Irving subsidiary New Brunswick Southern, a subsidiary of San Antonio, TX-based Valero energy [NYSE- VLO], Minneapolis, MN-based Flex Leasing LLC and the Canadian Pacific railroad [NYSE- CP; TSX- CP].

Although a federal bankruptcy judge ruled that the MM&A could continue to operate under Chapter 11 reorganization, the line through Lac Megantic is still closed, effectively severing the Montreal, Maine & Atlantic in two. At the end of July, Maine state officials had entered into talks with four other unnamed railways to continue service in anticipation of the MM&A shutting down.

The MM&A laid off 79 workers in the wake of the Lac Megantic disaster. Meanwhile, Canadian officials have raised the death toll in Lac Megantic to 47 during the July 6th derailment.

Xoan Soler- La Voz de Galicia

SPAIN- The driver of a train that derailed and killed 78 passengers in northwestern Spain has been provisionally charged with multiple counts of negligent homicide, although he wasn't required to post bond or sent to jail because he wasn't considered a flight risk.

Garzon was questioned for almost two hours at the court in Santiago de Compostela, the northwestern town near where the accident occurred.

Garzon was driving the train carrying 218 passenger in eight cars that hurtled far over the 80-kph (50-mph) speed limit into a high-risk curve on Wednesday evening, tumbling off the tracks and slamming into a concrete wall, with some of the cars catching fire.

The Spanish rail agency has said the brakes should have been applied four kilometers (2.5 miles) before the train hit the curve

However, a local resident who rushed to the scene of the accident said in an interview broadcast Sunday that minutes after the crash Garzon had told him he had been going fast and couldn’t brake.

The resident, Evaristo Iglesias, said he and another person accompanied the blood-soaked Garzon to flat ground where other injured people were being laid out, waiting for emergency services to arrive.

“He told us that he wanted to die,” Iglesias told Antena 3 television. “He said he had needed to brake but couldn’t,” Iglesias said. He added that Garzon said “he had been going fast.”

In its report about the accident, Antena 3 television showed a photograph of Iglesias in a pink shirt and cap helping to carry the driver after the train accident. The station also aired television footage of Iglesias working beside the wrecked train to help other survivors.

Garzon was reportedly on the phone with an agent at the next station to determine which track his train was to come in on. While in the USA, train crews are now prohibited from talking on the phone while operating the train, Spain's state-run RENFE uses what's referred to as 'tren-tierra' or train to land lines to communicate between stations and crew. Shortly before the accident, the train passed from an area where computers control most of the train's functions to one where the driver has to brake and accelerate accordingly. It's believed that Garzon may have missed this transition point while he was on the phone.

ARGENTINA- Transportation officials in Argentina's capital of Buenos Aires have released in-cab CCTV footage of engineers reading, napping or playing on their phones while the train is in motion.

In one clip, the driver is seen stepping up to the camera in his train cabin, attempting to obscure the lens so his activities cannot be seen. Other drivers are more overtly distracted, with some taking a nap, reading a book or playing on their mobile phone.

Argentina's Interior and Transport Minister Florencio Randazzo has since vowed to lead a crackdown on dangerous train drivers.

He plans to ban phone calls and unauthorised people in the cab

Mr Randazzo has introduced daily medical checks on all drivers to gauge their fitness to drive and to reduce the risk of them falling asleep at the controls.

Under the new system, all those caught distracted on camera will either be disciplined or fired.

The release of the footage comes more than a year after a commuter train plowed into a terminal in Buenos Aires, killing 49 and injuring hundreds.

FRANCE- Investigators in France believe a faulty switch system was to blame in a deadly derailment that killed six passengers at a station south of Paris last month.

After leaving the tracks, the train crashed into the station at Bretigny-sur-Orge.

A passenger speaking on France's BFM television said the train was going at a normal speed and was not meant to stop at Bretigny-sur-Orge.

He described children unattended in the chaotic aftermath, and swarms of emergency workers at the scene.

Two train cars, numbers 3 and 4, initially derailed, then knocked the other cars off the track, SNCF chief Guillaume Pepy said.

"Some cars simply derailed, others are leaning, others fell over," he said

A spokesman for the French state-run railway- SNCF- said the train was carrying an estimated 350 passengers when it derailed at 5:15 PM local time at Gare Bretigny sur Orge. The official death toll from the accident was 7 with more than 20 injured.


CALIFORNIA- Governor Jerry Brown has ordered a 60-day 'cooling down' period between San Francisco's Bay Area Rapid Transit and workers threatening to strike over an expired contract with the transit agency.

Last month, a 4-day strike had left Bay Area commuters scrambling for alternate transportation. It was the first strike for BART since 1997.

Prior to Brown's announcement, both the Service Employees International Union and Amalgamated Transit Union were hoping the looming deadline of Sunday, Aug 11th would be sufficient to pressure BART management to agree to a renewed contract on the union's terms. Prior to Brown's intervention, the unions had threatened to resume their strike after this weekend.

The two month delay would take away some leverage from unions representing BART employees as it would allow the agency time to recruit replacement workers from out of retirement. An odd clause in the contract originally signed in 1979 would have prevented BART from hiring replacement drivers until the workers actually went on strike, and even then the replacement workers would only after completing a 15 week training course.

Reuters/Denis Balibouse

SWITZERLAND- Transportation officials in Switzerland are investigating the cause of a head-on collision between two passenger trains in the western part of the country. The crash killed the driver of one of the trains and injured at least 35 passengers.

The two Swiss Federal Railways regional passenger trains collided with one another head-on at Granges-Marnand in the Vaud Canton outside of Lucerne on July 29th. Although some press outlets have speculated that one of the trains left the Granges-Marnand station too early and collided with an incoming train, officials have yet to determine the exact cause of the crash and are moving both wrecked train sets to another location to closer examine the wreckage.

SOO Line SD60 #6053 leads an SD60M over county highway G38 outside of Washington, IA with a northbound Kansas City-St Paul manifest freight train on June 2012. Eric Rasmussen photo.

CANADIAN PACIFIC- In a surprise move, the Canadian Pacific Railroad announced that they are seeking bids for more than 40 former Soo Line SD60s and SD60Ms. The solicitation comes as the CPR is more than halfway through an extensive rebuild of their SD60 fleet. Some of the units are being stored at CP's St Luc yard in Montreal. All of the overhauled units have been rebuilt to Tier 0+ EPA compliance and feature AESS Locomotive Automatic Engine Start/Stop and Positive Traction Control in compliance with an upcoming PTC mandate expected to take effect starting in 2015- several more are supposed to undergo rebuilding at Montreal's CADRAIL facility.

The Soo Line ordered the SD60s from EMD in 1987 and with CP Rail's takeover, the burly 3800 HP six axle EMDs could be found anywhere from the Canadian Rockies to upstate New York although they were (and still are) outnumbered by CP Rail's far more prolific fleet of SD40-2s.

Canadian Pacific has also started putting up their fleet of former Milwaukee Road GP40s for sale- Respondek Rail Corp and United States Sugar Corp have already purchased a pair.

With the arrival of rebuilt GP20C-ECO and SD32C-ECO from Caterpillar [NYSE- CAT] subsidiary Progress Rail, Canadian Pacific returned their only two Gensets to National Railway Equipment in Illinois in July. The two Gensets- #2100 and #2101- were largely paid for by a province of Ontario 'green energy' intiative.

Today's Train of Thought- Scout's Honor, July 1st 2013

Just in time for Canada Day, today's Train of Though takes us north of the border for a shortline that was a bit ahead of its time.

Starting in the mid 1990s, Canadian Pacific began undergoing some drastic changes, starting with the move of their headquarters from Montreal out west to Calgary. The CP began selling off or abandoning lines that it considered marginal or unprofitable, often with local or US-based interests buying up the lines and forming shortlines or regionals such as the Goderich-Exeter Railway in Ontario or the New Brunswick Southern on the former CP line from Brownville Jct, ME to Saint John, New Brunswick.

Out west, on the prairies and badlands of southwestern Saskatchewan, the Great Western Railway began operations on a 700km cluster of former CP lines out of Shaunavon, SK in late 1999. The lines were purchased by WestCan Rail contractors of Abbotsford, BC, but within five years the line was sold off to shippers and local interests.

Interstingly, power for the Great Western is predominantly Canadian, although many of the units were purchased secondhand from American shortlines and regionals. The M420 (4 axles and 2000 HP) was introduced by the Montreal Locomotive Works in the early 1970s and was one of the first models to sport the 'comfort cab' or 'Canadian cab' on the Canadian National roster. Although Canadian Pacific didn't purchase any of the M420s, MLW found purchasers from as far away as Venezuela and Rhode Island. British Columbia Rail also ended up purchasing 16 brand new M420s, although those would be sold off by the time the CN acquired BC Rail in 2004.

As they began approaching the end of their service life with newer GEs arriving on the roster in the 1990s, CN began selling their M420 fleet off to shortlines on both sides of the border, including the Great Western in Saskatchewan. However, the GWR purchased two additional M420s from Michigan's Lake State Rail (formerly Detroit & Mackinac) in 2008 when the Michigan line was switching and three years later, a pair of former BNSF B40-8Ws arrived on the roster.

But the 4-axle MLWs continue to soldier on in southwestern Saskatchewan. Here, Fredrick Wolter caught GRW M420 #2000 leading a trio of MLWs through an S-curve at Scout Lake, SK as they take an 18-car train to the Canadian Pacific interchange in Assiniboa, SK on July 12, 2010- less than two weeks after Canada Day. Besides the MLWs, the often overlooked shortline also features track that traverses gently rolling hills and classic wooden grain elevators along the line.

Flooding in Southern Alberta Forces Evacuation Multpile Cities, Kills Three

Floodwaters that were responsible for the deaths of at least three people made their way into the heart of Alberta's largest city, forcing the evacuation of at least 75,000 people from their homes over the weekend.

In downtown Calgary, water was inundating homes and businesses in the shadow of skyscrapers. Water has swamped cars and train tracks.

The city said the home rink of the National Hockey League's Calgary Flames flooded and the water inside was 10 rows deep. That would mean the dressing rooms are likely submerged as well.

"I think that really paints a very clear picture of what kinds of volumes of water we are dealing with," said Trevor Daroux, the city's deputy police chief.

At the grounds for the world-famous Calgary Stampede fair, water reached up to the roofs of the chuck wagon barns. The popular rodeo and festival is the city's signature event. Mayor Nenshi said it will occur no matter what.

About 1,500 have gone to emergency shelters while the rest have found shelter with family or friends, Nenshi said.

The flood was forcing emergency plans at the Calgary Zoo, which is situated on an island near where the Elbow and Bow rivers meet. Lions and tigers were being prepared for transfer, if necessary, to prisoner holding cells at the courthouse.

Schools and court trials were canceled Friday and residents urged to avoid downtown. Transit service in the core was shut down.

Alberta Premier Alison Redford warned that communities downstream of Calgary had not yet felt the full force of the floodwaters.

Officials estimate that as many as 350,000 people work in downtown Calgary on any given weekday, but that was not a problem on Friday as most residents and commuters heeded official warnings about travelling to downtown Calgary.

To the southeast, authorities have ordered the evacuation of more than 10,000 residents of low-lying areas around Medicine Hat, AB. Water from the Bow River flows into the South Saskatchewan River, which bisects the town of about 60,000.

The flooding has also affected a number of Indian reservations (called First Nations Communities in Canada) to the south and east of Calgary and residents have been advised to boil tapwater before using it. Nearby schools are closed until further notice as many of them are being used to shelter evacuees.

The Canadian military was activated to help with flood control and evacuation in the province. Canadian Prime minister Stephen Harper, a Calgary resident himself, viewed the damage from above via helicopter.

To the west, the flooding had knocked Canadian Pacific's transcontinental mainline out of commission between Banff and Calgary, leaving some CP freight trains stranded in Alberta or British Columbia as the railroad negotiates with Canadian National and other carriers to accommodate detour traffic. Additional damage, including a washed out bridge, has been reported on CP's Crowsnest subdivision further south.

With a population of one million, Calgary is the largest city in Alberta and fifth largest metropolitan area in Canada. The TransCanada Highway and Canadian Pacific's transcontinental mainline both pass through the city. The city is probably best known as an energy and agricultural hub for western Canada and home of the Calgary Stampede- a 10 day rodeo and exhibition held every July in the city [Organizers of this year's Stampede have announced that the event will go on as planned, despite there being less than two weeks from the scheduled start- NANESB!] Calgary hosted the 1988 winter Olympics and is the home of the NHL's Calgary Flames as well as the Calgary Stampeders of the Canadian Football League and Calgary Hitmen of the WHL.

While much of the drilling and refining takes place elsewhere in the province, Calgary has been an administrative center for the oil and natural gas companies operating in western Canada since the 1970s- more than 80% of the gas companies operating in Canada are based out of Calgary. In 1996, the Canadian Pacific Railway relocated their headquarters from Montreal to Calgary.

Iron Horse Update for March 2013

In a scene that won't be repeated anytime soon, Delaware & Hudson painted GP38-2 #7304 is seen rolling along the former Pennsy RR High Line through Philadelphia, PA with a mixed bag of CP and leased SD40s in charge of Train 158-04 in August 2011. Lee King photo

CANADIAN PACIFIC/DELAWARE & HUDSON- The Canadian Pacific railroad announced their pullout from the Philadelphia area effective March 4th. The move comes as something of a surprise as the CP Rail [NYSE- CP] had been seeing increased traffic in the form of dedicated unit crude oil trains between the Bakken formation in North Dakota and refineries in the Northeast- including in the Philadelphia area. In fact, the Carlyle group plans on investing more than $200 Million in a Sunoco [NYSE- SXL] refinery along the Schuykill River.

The Canadian Pacific actually owns no right-of-way around Philadelphia. Instead, the CPR reached the city of Brotherly Love thanks to trackage rights date back to the 1976 formation of Conrail after the bankruptcies of the Penn Central, Lehigh Valley, Reading, Central New Jersey and Erie Lackawana. The Delaware & Hudson was allowed trackage rights into Philadelphia (as well as Newark, NJ Buffalo, NY and Chessie System/CSX's Potomac Yard in Alexandria, VA) to prevent Conrail from monopolizing freight rail service. The trackage rights were included in CP Rail's 1991 purchase of the Delaware & Hudson, but since Conrail's 1996 sale of the former Lehigh Valley mainline between Scranton and Packerton, PA and the 1999 breakup of Conrail itself, the Canadian Pacific has had to negotiate trackage rights over multiple railroads just to reach Philadelphia proper. While CPR still utilizes trackage rights over Norfolk Southern's Southern Tier line to reach Buffalo, the D&H's Potomac Yard service was cut back to Harrisburg, PA in 1989 [while the New York, Susquehanna & Western was the designated operator- NANESB] and the Newark service was cut back to Allentown, PA in 2012.

Canadian Pacific's ceding Philadelphia to CSX and Norfolk Southern reflects a broader trend of cutting back on trackage deemed unprofitable or redundant since the 2011 takeover of the Calgary-based Class 1 carrier by private equity firm Pershing Square Capital. In December 2012, the CPR announced they were seeking buyers for more than 600 miles of former Dakota, Minnesota & Eastern trackage in South Dakota, Wyoming, Minnesota and Nebraska.

CANADIAN PACIFIC/SOO LINE- Fourteen cars of a 94-car southbound Canadian Pacific freight train derailed in Western Minnesota on March 28th. The derailment took place near Parkers Prairie, MN and three of the cars had spilled oil onto the ground. Initial estimates claimed that as much as 30,000 gallons had leaked from one of the ruptured cars, but that figure was later revised downward to less than 15,000 gallons.

No injuries were reported in the derailment, although the cold weather hampered cleanup by giving the oil a thicker, tar-like consistency. The line was reopened within a matter of hours.

SWEDEN- A woman in the Swedish capital was hospitalized and is facing charges of suspicion of reckless endangerment after allegedly stealing an empty commuter train from a depot in Stockholm and crashing it into a house back in January.

Tomas Hedenius, a spokesman for train operator Arriva, said the woman, born in 1990, stole the four-car train at a depot outside Stockholm.

She then drove it about 1.6 kilometres to the end station on the railway line, where it jumped off the tracks, careered for about 25 metres and crashed into a three-story building.

“There were three families inside the apartment building, but no one was injured. At least not physically,” Hedenius said.

The motives of the woman, who worked for a company contracted to carry out cleaning for the train operator, were not immediately clear.

“We have only heard good things about her. We’re investigating how this could happen, and why she did what she did,” Hedenius said.

It is unclear how the woman got the keys to the train, but the Arriva spokesman said that operating the commuter trainsets is pretty straightforward once in the cab.

HOUSATONIC RAILROAD- The Housatonic Railroad suffered its second derailment since November earlier this month. Shortly after midnight on March 15 four cars jumped the rails and tipped over near the entrance of a paper mill in Lee, MA with two high-sided gondola cars spilling construction debris along the banks of the Housatonic River.

Crews spent the weekend cleaning up the derailment and re-opening the line, although a Housatonic spokesman said that the two gondola cars would likely be scrapped on site.

Texas-New Mexico SD9043MAC #113 seen leading a short mixed freight at Hobbs, NM. The 104-mile Iowa Pacific subsidiary is enjoying a revival of oil drilling in the Permian Basin, which straddles the Texas and New Mexico border. JR Leal photo

TEXAS-NEW MEXICO- After spending approximately $25 million dollars on improvements to the right-of-way, Iowa Pacific's Texas-New Mexico Railroad began handling their first unit train of crude oil at the end of January. Ultimately bound for refineries along the Texas Gulf coast, the crude is loaded along the TNMR in Winkler County, TX. Some of the improvements also include a joint Union Pacific/Texas-New Mexico unloading facility for frac sand at the interchange in Monohans, TX that Iowa Pacific chipped in more than $1.5 million towards.

When Iowa Pacific Holdings first acquired the Texas-New Mexico and disconnected sister line West Texas & Lubbock in 2002, there were reportedly only 12 oil rigs operating throughout the Permian Basin. More recent estimates now put the number at 450.

The Texas-New Mexico operates with a motley hodgepodge of motive power, including new SD9043MACs as well as B39-8s from sister railroad San Luis & Rio Grande as well as former Arizona & Eastern GP20s and GP35s.

Before the reinvigoration of drilling the Permian Basin, the TNMR was pretty busy handling fertilizers, LNG, clay, chemicals, aggregates, scrap metal and unit trains loaded with contaminated silt dredged up from the Hudson River in upstate New York and destined for Waste Control Specialists in Andrews County, TX. In addition to those commodities and the new unit oil trains, the TNMR also recieves trainloads of fracking sand and proppants from the upper Midwest at the UP interchange in Monohans.

[Hat tip to Ruckus Rails for the background information on the TNMR- NANESB!]

Iron Horse Roundup For December 2012

A Canadian Pacific and DM&E SD40-2 lead a Rapid City to Huron, SD freight past an abandoned farmhouse in Wasta, SD in March 2010. Jeff Robertson photo

CANADIAN PACIFIC-Canadian Pacific has announced their intention to sell approximately 660 miles of former Dakota, Minnesota & Eastern trackage between Tracy, MN and Rapid City, SD along with branches from Rapid City to Colony, WY and Dakota Jct, NE.

Canadian Pacific acquired the DM&E as well as sister railroad Iowa, Chicago & Eastern in 2008. Even before it's acquisition by CP Rail, the DM&E had made plans to build new trackage west of South Dakota's Black Hills to tap coal traffic from Wyoming's Powder River Basin. Although CP Rail planned on following through with construction of the new line, declining coal prices and a hostile takeover of the company from Pershing Square Capital Management in 2012 have caused those plans to be shelved.

While the western end of the DM&E still generates considerable freight traffic in the form of grain, ethanol, aggregate and clay, much of the right of way through South Dakota is in need of an upgrade, with speed restrictions between 10 and 25 MPH commonplace. With no new line into the Powder River Basin and coal traffic, Canadian Pacific CEO Hunter Harrison has decided the railroad should divest themselves of the entire western end of the DM&E.

The DM&E itself started up in 1986 after taking over operations from former Chicago & North Western trackage in Minnesota and South Dakota that was spun off. In 2002, the DM&E purchased the assets of the Washington Company's I&M Rail Link, renaming it the Iowa, Chicago & Eastern. This encompassed the former Milwaukee Road/Soo Line route between the Twin Cities and Kansas City (via the Quad Cities) as well as the east west line between Sheldon, IA and Chicago, IL. It's believed that Canadian Pacific will likely retain most of the former IC&E.

With the shutdown of the Catalyst Paper mill in Snowflake, AZ looming Apache C420 #91 hauls a string of boxcars to the BNSF interchange at Holbrook, AZ in September 2012. Ted Ellis photo

APACHE RAILWAY- The facilities for Catalyst Paper's mill in Snowflake, AZ- including the Apache Railway- has been sold to Los Angeles-based Hackman Capital for a reported $13,460,000 and other non-cash considerations.

The massive paper mill at Snowflake, AZ permanently shut down in October- both the railroad and mill were owned by Canadian paper company Catalyst. While the long-term future of the Apache is up in the air, the railway has been kept busy with removing stored cars from the line and hauling feed to a sizable pig farm north of Snowflake. Meanwhile the town of Snowflake is looking into potential tenants for the former Catalyst mill just west of Snowflake. In November, the Snowflake town council had threatened to seize the Apache right-of-way via condemnation when it learned potential buyers for the railroad were appraising it for scrap value.

Although the Catalyst shutdown this fall resulted in nearly 300 layoffs, geologists and mining concerns have discovered significant quantities of Potash nearby in the Holbrook Basin worth more than $300 billion.

Ann Arbor GP38 #7791 switches autoracks in Toledo, OH in March 2011. Michael Harding photo

ANN ARBOR- Kansas-based shortline operator WATCO has announced their acquisition of the Ann Arbor Railroad at the end of December. In its most recent incarnation, the Ann Arbor's fortunes have been tied to the auto industry.

The Ann Arbor Railroad serves southeastern Michigan and the Toledo, Ohio, areas, mainly shipping auto and other manufacturing goods. It operates 50 miles of track between Ann Arbor and Toledo and has Toledo-area terminals serving General Motors Co., Chrysler and Ford Motor Co.

The original Ann Arbor operated line out of Toledo, OH as well as a number of train ferries on Lake Michigan until its 1973 bankruptcy and 1976 acquisition by Conrail. Eventually, a truncated version of the original Ann Arbor started up operations between its namesake city and Toledo, OH in 1988. This latest acquisition, along with the 2011 purchase of the Wisconsin Southern represents a trend where shortline operators such as Rail America or WATCO buy up independent shortlines or regionals rather than purchase lines divested by Class 1 carriers.
 

Hampton & Branchville GP9# 667 leads a unit coal train of former Chessie and Norfolk & Western GP9s at  Hampton, SC. Adam Finger photo

SOUTH CAROLINA- The 40 mile Hampton and Branchville made what may be their final revenue run at the end of December. The H&B's only customer is the South Carolina Electric and Gas power plant in Canadays, SC. The line, which started out as a lumber carrier in 1901, had the SCE&G plant as its only remaining customer before the plant switched from coal to natural gas.

The line uses a mix of former Chessie and Norfolk & Western GP9s for motive power- all of them still in the colors of their previous owner.

Amtrak Baggae/cab control car #90213 is seen departing Brunswick, ME with a southbound Downeaster on November 3rd, 2012. Michael White photo.

AMTRAK- Some changes are afoot for the national passenger carrier in New England. At the beginning of November, Amtrak launched an extended service on their popular Downeaster route. The daily Boston, MA-Portland, ME train has been extended east to Brunswick and Freeport, ME via Pan Am's former Maine Central Rockland Branch.

In 2010, Amtrak and the Maine Department of Transportation announced their plans to extend the Downeaster route another 30 miles to serve Freeport and Brunswick. Freeport, ME is perhaps best known for being home to LL Bean's flagship store while Brunswick is home to the small Bowdoin College. During warmer weather, the Downeaster  will also reportedly connect with Maine Eastern's seasonal excursions between Brunswick and Rockland, ME.

Meanwhile, in western Massachusetts, work is proceeding on rerouting the Vermonter to PanAm's former Boston & Maine line between Springfield and Greenfield, MA. The move would eliminate a 20-mile dogleg over the CSX's former Boston & Albany mainline between Palmer and Springfield, MA before travelling north on the New England Central to St Albans, VT. The Vermonter's predecessor, Amtrak's Montrealer, ran this route until deteriorating track conditions forced its suspension in 1987.

There has also been talk of restoring Amtrak service all the way to Montreal via White River Jct and St Albans, VT. In June, Vermont's Agency of Transportation was awarded a $7.9 million TIGER grant to upgrade some 20 miles of New England Central line used by the Vermonter. At the time, Rail America was reportedly contributing $3 million to the effort.

"The award shows the confidence in the state of Vermont and the railroad by the Federal Department of Transportation," said Christopher Parker, executive director of the Vermont Rail Action Network, an advocacy group. Parker noted Vermont's TIGER IV grant from the U.S. Department of Transportation was given to primarily to improve freight train speeds and raise weight limits for freight, but passenger trains also eventually would benefit. The federal funds will help pay for 19 miles of new welded rail, ties, ballast, and bridge upgrades that will raise speeds to 40 mph for freight (and 59 mph for passenger trains). The weight limit will rise from 263,000 pounds per car to 286,000 pounds. resulting in a competitive benefit for Vermont. Vermont is providing $7 million and the NECR, owned by RailAmerica, Inc., is contributing $3 million. Said Parker, "This award checks off one of four steps needed to extend Amtrak's Vermonter to Montreal," said Parker. "Progress is happening on the other three items as well, thanks to Vermont House and Senate member] efforts and the work of the Agency of Transportation and Amtrak." St. Albans, Vt., has been Amtrak's northern terminus for the Vermonter since 1995, when the Montrealer's route was cut back.

Meanwhile, the western Massachusetts reroute of the Vermonter through the rather presumptively named 'Knowledge Corridor' will eliminate Amherst, MA as a stop while adding Greenfield and Northampton, MA. Currently, the line sees freight service from Pan Am Rail serving the coal-fired power plant at Mt Tom as well as the CSX interchange in Springfield and Pioneer Valley Railroad interchange in Holyoke, MA.

MBTA- Boston's Massachusetts Bay Transit Authority has announced the resumption of service to Cape Cod beginning this summer.

The service, dubbed the CapeFLyer, will run through Labor Day. Trains will depart South Station Friday evening , and also on Saturday and Sunday mornings. Trains depart from Hyannis Saturday and Sunday evenings, with a possible Monday morning departure still being discussed. Round-trip tickets will cost $30, and bicycles will be allowed on board. The two-hour trip time is considered time-competitive, given the near-legendary, decades-old seasonal road gridlock that occurs on approaches to both the Bourne Bridge and Sagamore Bridge, each of which spans the Cape Cod Canal. Cape Cod is a major summer destination not just for Massachusetts residents, but for many in the New York metropolitan area as well.

Between 1988 and 1996, Amtrak handled trains to Cape Cod with their New York to Hyannis, MA Cape Codder service- at the time running over trackage belonging to the Bay Colony Railroad and being one of the few Amtrak trains to regularly operate over a shortline.

You can't tell through those weeds, but apparently this train HASN'T derailed yet. Still lettered for Santa Fe, Maumee & Western GP7u #5 trundles over the former Wabash right of way in Okolona, OH. WM Heilman photo

OHIO- A shortline that has gained infamy in some circles for its deferred maintainance has found a new owner.

Pioneer Railcorp completed their purchase of the 51-mile Maumee & Western at the end of December, renaming the line the Napoleon, Defiance & Western. Although the line runs from the Norfolk Southern interchange at Woodburn, IN to Cecil, OH, the line between Defiance and Cecil is currently used for car storage. Trains typically operate at what could be describes as walking speed over the rest of the right-of-way due to deferred maintenance.
The line was spun off as a result of Indiana Hi-Rail's bankruptcy in the 1990s and in apparent defiance of both gravity and at least a few FRA regulations, hauled aggregates, manufactured goods and feed with an array of secondhand Geeps from the Santa Fe and Illinois Central.

Saratoga & North Creek B39-8 #8524 is seen with BL2 #52 with the Snow Train to Gore Mtn in March 2012. John Sesonske photo

NEW YORK- Saratoga & North Creek's aspirations to be a freight carrier may be realized sooner than expected thanks to Superstorm Sandy. Over the summer, Saratoga & North Creek's parent company, Iowa Pacific holdings, outlined plans to rehab more than 30 miles of  abandoned former Delaware & Hudson line to Tawahus, NY to remove tailings and waste rock from abandoned mines there.

The tailings were to be used in making cement and concrete- something needed along the northeastern corridor as parts of New York City and elsewhere are still cleaning up after the damage from Superstorm Sandy.

Although the S&NC started out as an excursion line, Iowa Pacific began actively courting potential shippers along the route despite opposition from the Sierra Club.

Today's Train Of Thought- You Wind Some, You Lose Some, October 3rd, 2012

Today's train of thought takes us to the Northstar state and gives us a slight peek at the rail industry's dalliance with 'green energy'.

Railroads of all shapes and sizes throughout the USA and Canada have been scrambling in recent years to take advantage of fossil fuel exploration and drilling in places like Texas, Alberta, the Appalachians or the upper Midwest. In addition to the crude oil or LNG that gets shipped by rail, these drill sites also require a massive amount of sand and pipe be brought in- a demand that often can only be met by dedicated 60-car unit trains.

Since diesel still rules the rails here in North America, running trains on wind or solar power is something of a pipe dream. While some manufacturers have been experimenting with biodiesel or ethanol, it will be awhile before we see that kind of technology in regular usage- if at all.

Yet with the proliferation of windmill farms throughout the country in recent years, the bulky, unwieldy components that make up the massive turbines don't lend themselves particularly well to being shipped via highways- and a little like oil, coal or natural gas, this is where rail freight once again proves its worth as its often the only feasible way of shipping these parts long-distance [FYI- a large part of the reason the parts typically need to move long distance is because they often arrive in the USA via ship from Asia or Europe- NANESB!].

Even the smaller parts for many windmills require at least one 85 ft flatcar to be transported- the blades and tower assemblies often require multiple specially-fitted flatcars in order to be moved by rail.

Here, rrpicturearchives.net contributor Christopher Muller caught Soo Line SD60 #6001 heading north (railroad west), cresting a gently undulating grade at Mahnomen, MN on June 25, 2005. This portion of the former Soo Line heads north from the Twin Cities to the Canadian border and onto Winnipeg from there.

Mr Muller also snapped this photo of the red and white SD60 and a trailing Canadian Pacific SD40-2 making their way past the grain elevators in the center of Mahnomen with their cargo. He also managed to compile a helpful photo album on rrpicturearchives.net, highlighting the different windmill components as the rolled by that's worth checking out.

Apparently this train is simply passing through, with its final destination being somewhere in Canada.

Today's Train of Thought- The Mouse That Roared, July 17, 2012

Today's train of thought takes us to the gently rolling hills and valleys of northwestern corner of North Dakota. Although North Dakota is the northernmost of the Great Plains states, the Roughrider State features a number of valleys and lakes that were carved out by retreating glaciers at the end of the last ice age.

One of the rivers that meanders through North Dakota is the Souris- which is French for 'Mouse'. The river begins in Saskatchewan and meanders southeast into North Dakota, making its way east before swinging back up into Canada and feeding into the Assiniboine River in Manitoba.

Here, railpictures.net contributor Fredrick Wolter catches Northern Plains GP7U #2297 leading a westbound train destined for the Canadian Pacific at the interchange in Kenmare, ND in July 2009. In addition to the Souris River appearing prominently in the background, the photographer also points out the Kenmare Country Club and the tail end of a CP Rail train destined for the border crossing at Portal, ND is visible in the background.

The Souris River hasn't always been this tranquil. Last summer, the river overran levees and caused widespread damage to crops and property in North Dakota, forcing BNSF and Canadian Pacific to re-route trains off of their respective main lines through the state as a result of the record flooding.

Today's Train Of Though- A Parry Merry Canada Day, July 1 2012

Today's Train of Thought takes us to the hometown of legendary Boston Bruins defenseman and NHL Hall of Famer Bobby Orr.

Located about 150 miles north of Toronto, the town of Parry Sound, ON is located along an inlet on the Canadian side of Lake Huron. For more than a century a large steel trestle remains highly visible throughout most of Parry Sound. The soaring 1,695 bridge over the Seguin River carries Canadian Pacific's transcontinental mainline. Canadian National's Bala subdivison is nearby, but Canadian National and Canadian Pacific have entered into an agreement where northbound CN and CP trains use directional runningon the CP line through town while southbound trains from bouth railways use the nearby CN line.

So despite the fact we're seeing a solitary Canadian National locomotive charging northward across the Seguin River, the trestle and rails are in fact Canadian Pacific.

Here, railpictures.net contributor Don James caught Canadian National C40-8M #2407 handling a mixed freight as it makes its way north over the Seguin Rive on an August 2010 afternoon.

Canada's Parliment Expected to Pass Bill Ordering Striking CP Rail Employees Back to Work

Canadian lawmakers are expected to pass a back-to-work bill that would get Canadian Pacific [NYSE: CP- TSX: CP] trains rolling by the weekend and order striking Canadian Teamsters back to work on Thursday.

The striking Canadian rail workers have been working without a contract since December 31st. At issue when the Teamsters Canada workers called a strike last week was a new contract and pension funding reductions of up to 40%. Canada's Conservative government has previously passed similar back-to-work legislation to end strikes at Canada Post and Air Canada [TSX: AC-A] in recent years.

Trains from Canada's second-largest railway ground to a halt on May 23rd, severely curtailing CP Rail's operations on the American side of the border as well as those of shippers and railways that interchange with CP Rail.

The Montreal, Maine & Atlantic, which utilizes trackage rights over CP Rail at the western end of the MM&A system near Montreal, has temporarily laid off 59 employees and re-routed some interchange traffic to the Vermont Railway via Newport, VT. Canadian Pacific is responsible for dispatching trackage in and around the St Jean, Quebec interchange. While an agreement to keep commuter trains in Montreal, Toronto and Vancouver operating during the strike had been reached shortly beforehand, the MM&A unsuccessfully sought a court injunction to allow the regional railroad to access Canadian National for interchange in Montreal.

According to Kevin Burkholder's Eastern Railroad News, CP Rail, the Montreal Maine & Atlantic and JD Irving's New Brunswick Southern have been gearing up to handle unit trains of crude oil from Saskatchewan to Irving's St John, NB refinery. Earlier this month, Canadian Pacifc was gearing up to ship 120-car trains of crude oil from the North Dakota side of the Bakken shale to refineries in the northeastern United States.

Earlier this year, Canadian labor groups were handed a major setback when EMD's parent company Caterpillar [NYSE- CAT] decided to shutter their London, Ontario plant and shift production to Muncie, IN after a months-long labor dispute with workers at the plant represented by the Canadian Auto Workers.

[Hat tip- Eastern Railroad News; Labor Union Report]

Today's Train of Though- The Many Faces of Soo, January 20, 2012

Today's Train of Thought takes us to the Frozen Tundra of Dairyland on a chilly winter day.

Here, railpictures.net contributor and Heartland Rails webmaster Ray Peacock found something of a rare catch making its way north through Astico, WI in January 2008.

Soo Line SD60 #6021 leads an eclectic lashup of power (SD60/MP15AC/SD60/GP38-2/SD60M/SD60) on a Twin Cities-bound mixed freight as every paint scheme from the last 25 years on the Soo Line is represented. The lead unit (as well as two others) are painted in their as-delivered white with red trim and black lettering, while the trailing unit- an MP15 switcher- is still in its Milwaukee Road orange and black paint scheme (Soo Line acquired the Milwaukee Road outright in 1986). The two trailing units are SD60s, sporting their as-delivered candy-apple red paint scheme. The only thing really missing from this scene to establish that it was taken under Canadian Pacific is the presence of a CP Rail unit powering the train shown above.

A diminishing number of Soo Line locomotives still in Milwaukee Road orange and black continue operating into early 2012, more than a quarter century after the railroad itself ceased to exist.

While Canadian Pacific is likely to keep the SD60s around for the foreseeable, a number of them are slated to be rebuilt and overhauled in Quebec and will receive CP Rail paint once finished.

Today's Train of Thought- A Leisurely Run for the Border, Nov 14th 2011

When one thinks of parts of this country that have an abundance of fall colors, one doesn't usually think of Iowa. But the northeast corner of the Hawkeye state features rolling hills and valleys as well as forests along the Mississippi River. And it's through this somewhat un-Iowa-like landscape that the former Milwaukee Road line between Minneapolis-St Paul and Kansas City traverses. There's a line to Chicago that branches off across the Mississippi river at Sabula, IA. Over the last 25 years, the line has seen no fewer than five different owners (Milwaukee Road; Soo Line; I&M Rail Link; Dakota, Minnesota & Eastern and Canadian Pacific) with the most recent change of ownership coming in 2008 when DM&E parent company Cedar American Holdings sold the combined DM&E/IC&E system to Canadian Pacific.

For the most part, CP doesn't seem to be in any particular rush to assert its corporate identity over its latest acquisition. While the blue and yellow EMDs of the IC&E and DM&E have occasionally been showing up on CP Rail's system as far east as the D&H in northern New York state, trains over this recently acquired part of the Canadian Pacific are for the most part powered by second generation standard-cab EMDs from both the IC&E/DM&E fleet as well as similar lease units.

Here, on a clear, gorgeous autumn afternoon in October 2010, railpictures.net contributor FJ Grizel caught a mixed freight decelerating after crossing the mighty Mississippi from Savanna, IL into Sabula, IA. The lead unit- SD40-2 #6367- is no stranger to these parts having started out life as Milwaukee Road #206 and having been dubbed 'City of New Ulm' by the DM&E.

Iron Horse Roundup- Yet Another Tropical Storm Irene Cleanup Edition

New England Central detour freight MFMO (Millers Falls, MA- MOhawk Yard, Schenectady NY) preparing to head west at Pan Am's former Boston & Maine yard in East Deerfield, MA on September 8, 2011. Only a stone's throw away from the NECR interchange at Millers Falls, the train will then continue north to Whitehall, NY where it will traverse over the Vermont Railway system via Rutland and north to 'home' rails at Burlington, VT- Photo, Matt Baj

As cleanup from Irene continued throughout the Green Mountain state and elsewhere, Class 1 and regional rail carriers were scrambling to accommodate an array of detour traffic over the regions intact lines throughout the month of September.

Canadian Pacific ES44AC GEVO #8780 and a pair of former BNSF SD40-2s blast out of the East Portal of the Hoosac Tunnel in Florida, MA with loaded unit ethanol train MOPW (MOhawk Yard to Providence & Worcester interchange at Gardner, MA)on September 10, 2011. The first car is actually a spacer, while the ethanol tak cars are obscured by the shadows. Photo, Matt Rooks

The flurry of activity breathed new life into obscure and long-forgotten junctions and spawned an alphabet soup of new and improvised train symbols on one railway.

Rail America's New England Central got the ball rolling on September 9th with a southbound detour train from Essex Jct, VT that consisted primarily of empty welded rail cars from the track improvement project on NECR's Roxbury and Palmer subdivisions and backlogged freight cars. The detour train (NECR gave it the symbol 323X) would traverse the western end of the Green Mountain state between Burlington and Rutland before heading west to the Canadian Pacific interchange at Whitehall, NY on the Vermont Railway's former Delaware & Hudson's Rutland branch.

Once on CP rails, the detour freight would be handed off to the Pan Am railway at Mohawk Yard just outside of Schenectady, NY. From there, the NECR detour would continue east over the former Boston & Maine Fitchburg Main to the NECR interchange at Millers Falls, MA.

At least one unit ethanol train was rerouted off VRS's Green Mountain Gateway in the wake of Irene. On September 10, Canadian Pacific handed off a 50 car loaded ethanol train to Pan Am at Mohawk Yard. From there, the train would travel as far east as Gardner, MA on the former Boston & Maine line where it was handed off to the Providence & Worcester.

Vermont Railway GP38-2 #303 leads a solid set of red EMDs north out of Crescent, NY after having just swapped cars with Pan Am freight EDSR (East Deerfield, MA to Canadian Pacific's yard at SaRatoga, NY) on September 11, 2011. The Pan Am freight picked up carloads of limestone slurry and handed over ballast cars and empties. Normally, the interchange would take place in Hoosac Falls, NY. Photo, Gary R. Schermerhorn

The B&R line between Rutland and North Bennington, VT was also damaged in the aftermath of Irene. In addition to local lumber and grain traffic, this portion of the Vermont Railway System also hosts a weekly unit limestone slurry train that is handed off to Pan Am in Hoosac Jct, NY and on to Maine from there. Interestingly, the original routing for the slurry train when it first started was over the Green Mountain gateway where it was interchanged with the Pan Am at Bellows Falls before continuing to Maine. The south end of the B&R branch was reopened in recent years to accommodate the slurry train and give the VRS and Pan Am a second interchange point.

Like the NECR detours, the VRS slurry train reached the Pan Am via Canadian Pacific at the Whitehall, NY interchange and used Vermont Railway motive power- although instead of travelling to Mohawk Yard, they apparently met with a Pan Am freight just outside of Saratoga, NY on Canadian Pacific's former D&H Bridge Line.

New England Central GP38-2 #3857 leads a mixed bag of power from other Rail America roads and leasers across the Hudson River on the former Boston & Maine west end in Mechanicsville, NY at dusk on September 16th, 2011 with symbol freight MFMO. This would be the last NECR detour train using the Pan Am routing as the Green Mountain Railway line would reopen to through traffic less than 24 hours later. Photo, John Bazan

On September 16, the Vermont Railway's Green Mountain Line re-opened to through traffic between Rutland and Bellows Falls, VT. Not only did this mean that through trains could resume on the former Green Mountain Railway, but that the NECR could utilize a less circuitous detour than the Pan Am and Canadian Pacific lines through Western Massachusetts and Upstate New York while work was continuing on reopening their Roxbury Subdivision north of White River Jct, VT. Instead, NECR trains could travel from New London, CT or Palmer, MA as far north as Bellows Falls, VT before detouring over the Vermont Railway System.

Former Goderich & Exeter GP38 #3843 leads a NECR GP38-2 and Connectictut Southern B39-8 as they lean into the curve at Royalton, VT with New England Central train 323-21 on September 21, 2011. This is the first northbound through train on the former Central Vermont Roxbury Subdivision since Tropical Storm Irene struck. Photo, Kevin Burkholder

After weeks of clearing fallen trees and moving in train loads of ballast, rip rap and gravel, the NECR line north of White River Jct and south of Essex Jct, VT had been reopened to through traffic on September 21st.

Crews had been working around the clock to reopen both the VRS and NECR lines since late August. The final NECR work train reportedly ran north out of White River Jct. on September 25 with a Florida East Coast GP40-2 (ironically, with the 'Hurricane' logo on the hood) and a NECR GP38-2 followed by 9 cars of rip rap to shore up repairs made along the line.

While most of VRS's Washington County Railway line between Newport, VT and White River Jct survived Irene, the trestle across the White River itself was undercut when floodwaters twisted one of the stone piers supporting it, causing the deck to drop almost 6 feet our of alignment. Crews have erected a temporary support system and will replace the damaged piers with a concrete pillar. The bridge might be carrying trains as early as this week. Since the warped trestle isolated the WACR's Connecticut River Division from the rest of the Vermont Railway system, the WACR has been borrowing a Montreal, Maine & Atlantic B39-8 to service the line south of the MM&A interchange in Newport.

Today's Train of Thought- Encounter At Eagle Bridge, September 25, 2011

Today's serendipitous Train of Thought takes us to a rural corner of Upstate New York that seems frozen in time on this particular date.

Sharing a name with the nearby Batten Kill creek, the quixotic Batten Kill Railroad was formed in the early 1980s to take over operations from the shuttered Greenwich & Johnsonville and the Southernmost 20 miles of the former Delaware & Hudson 'Slatepicker' line between Eagle Bridge, NY north to Castleton, VT. Besides operating some seasonal excursion trains, the Batten Kill might be best known for being the first railroad owned and operated by an African-American.

The rural line trundles its way through Washington County, NY, paralleling the Vermont state line for much of the way. From day one, motive power for the Batten Kill was a pair of Schenectady-built ALCo RS3s, the newest of which was built in 1952. For the last 30 years, traffic has mainly consisted of feed and grain to an elevator at Greenwich Jct. NY, although in recent years, the BKRR has also made some money storing idle flatcars around Salem, Greenwich Jct and the company headquarters in Greenwich.

The Batten Kill's link to the rest of the North American rail network is at the village of Eagle Bridge. Although the D&H had abandoned the Slatepicker line north of Salem in the 1970s and sold off the southern portion to the Batten Kill, they retained trackage rights over Boston & Maine (now Pan-Am's) Fitchburg Division between Mechanicville, NY and Eagle Bridge to interchange with the Batten Kill. Although both the B&M and D&H were supposedly indistinguishable under the Guilford umbrella, that changed in the late 1980s when the financially struggling Guilford divested themselves of the D&H. After a few years in which the New York, Susquehanna & Western was named the designated operator of the D&H, the Canadian Pacific purchased the D&H in 1991, and this whole time the D&H still retained their trackage rights over the Guilford/Pan-Am line to reach the diminutive Batten Kill.

And with that in mind, we get a glimpse of the Batten Kill's RS3 #4116 (ex D&H, same number) Still in G&J paint as it trundles by parked Delaware & Hudson GP38-2 #7312 with a cut of 5 cars at the Eagle Bridge, NY interchange. From all appearances, Railpictures.net user Gary R. Schermerhorn could've captured this scene shortly after Ron Crowd purchased the ex-D&H line in 1982. However, this fortuitous find actually took place in May 2009, some 27 years after the founding. It's not commom practice for Canadian Pacific the leave their power overnight on another line, but according to the photographer, a fallen tree blocked the #7312 from reaching the Pan-Am line and returning back to Saratoga Springs, NY. With the tree removed, the EMD sporting the blue and grey lightning stripe scheme is awaiting a new crew for its nocturnal return to Saratoga Springs NY with local freight D44. Meanwhile, the #4116 will trundle north to the grain elevator at Greenwich Jct.

The Boston & Maine/Guilford/Pan-Am line is out of view and to the left of the trees on the left hand side of the photo.