Short Line Rail: Its Role in Intermodalism and Distribution

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off-line, and make use of NYA's team tracks to receive or ship products. Team tracks are located in Bay Ridge, Hicksville, Huntington, Greenlawn, St. James, Islip, Richmond Hill, Maspeth, Speonk, Medford, Yaphank, Southold and elsewhere on the Long Island Rail Road lines that NYA serves. Most of NYA's customers have their own spurs, making the use of team tracks unnecessary. Some other occasional products shipped to Long Island via the NYA are bentonite and rock salt. The LIRR and the NYCTA both receive new passenger equipment via the NYA, and ship out old, retired equipment for scrapping by way of the NYA. It has 20,000 annual carloadings. NYA has transload facilities in Brooklyn, Queens, Farmingdale, Hicksville, Speonk and Yaphank. It interchanges with CP, CSXT, NS, NYNJR and P&W (http://www.anacostia.com/nya/nya.html; http://en.wikipedia.org/wiki/New_York_and_Atlantic_Railway). New York, Susquehanna & Western Railway (NYSW) The New York, Susquehanna & Western Railway (NYSW) reaches into the outer edges of New York-Northeastern NJ metro area. It is owned by the Delaware and Otsego Corporation, a railway holding company based in Cooperstown, NY. The NYSW, also known as the Susie-Q, or simply the Susquehanna, is a Class III freight railway operating over 500 miles (800 km) of track in the northeastern states of New York, Pennsylvania and New Jersey and is 286,000 pound gross weight capable on all lines. In Northeastern NJ, NYSW has operations into Paterson, Passaic Junction, Little Ferry, North Bergen, Marion and Croxton, among other stations. NYSW serves over 85 customers. After losing its intermodal traffic in the late 1990s to CSX and Norfolk Southern (as a result of the Conrail breakup), NYSW continues to transport a wide range of commodities such as commercial waste, plastics, lumber, food products, paper products, motor vehicles, chemicals, aggregates, and metals in New Jersey and Pennsylvania. The NYSW has connections with three Class I railroads: CPR, CSXT and NS. It also serves several Bulk Transfer / Distribution facilities for lumber, plastics, liquid and dry food products, chemicals, and motor vehicles, two of which are located proximate to truck bottlenecks in the New York metro area (http://www.nysw.com/; http://en.wikipedia.org/wiki/New_York,_Susquehanna_and_Western_Railway). 37
Portland The Portland, OR-Vancouver, WA area has several short line or regional carriers operating within the general vicinity of Portland. But, there is only one regional carrier that actually operates “within the belt” of Portland. This is the Portland & Western Railroad Company. Portland & Western Railroad Company (P&W) Portland & Western Railroad (P&W) operates a 520-mile regional system, providing service to more than 135 customers. The P&W s a wholly-owned subsidiary of short line and regional railroad holding company Genesee & Wyoming, Inc. G & W owns and operates short line and regional freight railroads in the United States, Canada, Australia and the Netherlands and owns a minority interest in a railroad in Bolivia. G & W is headquartered in Greenwich, CT (http://www.gwrr.com/about_us). The P&W includes a subsidiary, the Willamette and Pacific Railroad (http://www.gwrr.com/operations/railroads/north_america/portland_western_railro ad_inc). P&W's tracks lie entirely within Oregon, extending from Astoria to Portland along the Columbia River, from Portland to Eugene through the Willamette Valley, and along several spurs through the Northern Oregon Coast Range. P&W has a diverse traffic base based on carload commodities. The major sources of traffic are woodchips, paper, agricultural goods, and aggregates. P&W has over 135 customers. Its major customers are: Georgia Pacific, Stimpson/Forrestex, Cascade Steel Rolling Mills, and Hampton Lumber Sales. P & W handles over 90,000 carloads annually. P&W works with the Union Pacific and BNSF for Class I service to other parts of the country. It has interchanges with four short lines serving other parts of Oregon. Two of these represent significant traffic generators for the P&W. The first is the Port of Tillamook Bay Railroad (POTB), which interchanges with P&W solely. This line carries a significant number of carloads, primarily lumber, from Tillamook, Oregon, over the coast range via 100 miles of winding mountain railway. The POTB line was severely damaged by a major storm in 2007, and is out of service indefinitely. The other is the Central Oregon and Pacific Railroad (CORP), a subsidiary of G & W's competitor holding company, RailAmerica. Although CORP and P&W cross each other in Eugene, Oregon, operating agreements with Union Pacific prevented the two railroads from interchanging traffic directly. Congestion problems experienced by UP in 2004 resulted in a new agreement allowing direct interchange, creating a new traffic flow on P&W. Today, P&W handles a great deal of log traffic from a log import-export firm on its lines in Rainier, Oregon, across the entire system to an interchange with CORP at Eugene. 38
Page 1 and 2: Short Line Rail: Its Role in Interm
Page 3 and 4: 1. Report No. 2. Government Accessi
Page 5 and 6: TABLE OF CONTENTS Page List of Tabl
Page 7 and 8: Table 6.6: Interim Projections: Per
Page 9 and 10: Figure 6.9: Percent of Population L
Page 11 and 12: Summary Freight transportation has
Page 13 and 14: half million. If that growth rate c
Page 15 and 16: Project Purpose Chapter 1: Introduc
Page 17 and 18: Further, meeting America’s surfac
Page 19 and 20: some short lines controlled by gove
Page 21 and 22: through abandonment or sale (For mo
Page 23 and 24: impact on hundreds of communities h
Page 25 and 26: I-20 I-20 @ Fulton Street 1,172,700
Page 27 and 28: I-75 M-39 M-39 I-96 Houston I-610 I
Page 29 and 30: New York- Northeastern NJ SR 100 I-
Page 31 and 32: I-805 I-805 @ I-15 Interchange San
Page 33 and 34: Columbus Columbus & Ohio River Rail
Page 35 and 36: Of the short line and regional carr
Page 37 and 38: Chicago SouthShore & South Bend Rai
Page 39: The FEC has 133 pound-per-yard (66
Page 43 and 44: Chapter 4: Forecast Freight Traffic
Page 45 and 46: movement of freight in this country
Page 47 and 48: illion tons and generating about 1.
Page 49 and 50: 31 Nonmetallic mineral products 86
Page 51 and 52: SOURCE: FHWA, 2008. U.S. Army Corps
Page 53 and 54: System (NHS) in 2002 and are expect
Page 55 and 56: Table 4.6: Share of Vehicle Miles o
Page 57 and 58: Forecast Freight Traffic Growth in
Page 59 and 60: Figure 4.8: Major Truck Routes on N
Page 61 and 62: Chapter 5: Forecast Freight Rail Tr
Page 63 and 64: After decades of steady decline (se
Page 65 and 66: 7 and paperboard Other prepared foo
Page 67 and 68: containers. Trailers accounted for
Page 69 and 70: SOURCE: U.S. DOT, 2008. Association
Page 71 and 72: Chapter 6: Forecast Population Grow
Page 73 and 74: Figure 6.2: Total Population by Reg
Page 75 and 76: Source: Hobbs and Stoops, 2002 Figu
Page 77 and 78: Figure 6.7: Percent of Total Popula
Page 79 and 80: Increased land area, coupled with p
Page 81 and 82: Figure 6.9: Percent of Population L
Page 83 and 84: increase in population. Texas, Nort
Page 85 and 86: .Nebraska 57,734 33,681 17,569 108,
Page 87 and 88: areas described above will continue
Page 89 and 90: at least 10,000 trucks per day, inc
Page 91 and 92:
impose an unacceptably high cost on
Page 93 and 94:
measures of congestion typically fo
Page 95 and 96:
(Note: Improved methodology and mor
Page 97 and 98:
A third factor causing trips to be
Page 99 and 100:
Another way to get more productivit
Page 101 and 102:
these options, see Still Stuck in T
Page 103 and 104:
and expertise to support the above
Page 105 and 106:
commuting and other passenger trave
Page 107 and 108:
focus is on highways, with six exis
Page 109 and 110:
Figure 7.4: Corridors of the Future
Page 111 and 112:
Because freight transportation dema
Page 113 and 114:
increasingly squeezes service from
Page 115 and 116:
will be transported and for what pr
Page 117 and 118:
As previously described, when the F
Page 119 and 120:
If the freight railroads cannot mai
Page 121 and 122:
determines to some great extent the
Page 123 and 124:
- means that, once on the move, the
Page 125 and 126:
declining to become ever more depen
Page 127 and 128:
For example, to reduce emissions an
Page 129 and 130:
Furthermore, with the issue of biod
Page 131 and 132:
climbs to the equivalent of the cur
Page 133 and 134:
from water-cooled reactors. The 4S
Page 135 and 136:
within that time period. While thes
Page 137 and 138:
“franchise” and any perceived t
Page 139 and 140:
Commission states “Federal policy
Page 141 and 142:
Chapter 11: A Role for Large-Scale
Page 143 and 144:
At the international, national and
Page 145 and 146:
eyond the shipper and carrier frame
Page 147 and 148:
planned or forecast scenarios and p
Page 149 and 150:
exogenous inputs into this model fr
Page 151 and 152:
they need better information and to
Page 153 and 154:
knowledge. It is important to know
Page 155 and 156:
Figure 11.2: “Four-Step” Proces
Page 157 and 158:
friction factor. With limited surve
Page 159 and 160:
• Truck Prohibitions - Some freew
Page 161 and 162:
Chapter 12: Freight Villages/Integr
Page 163 and 164:
Freight Villages/Integrated Logisti
Page 165 and 166:
the number of trucks coming into th
Page 167 and 168:
customers within the geographically
Page 169 and 170:
A possible solution for the second
Page 171 and 172:
The options available for the servi
Page 173 and 174:
servicing, or “passing” through
Page 175 and 176:
Shared Rights of Way The option of
Page 177 and 178:
Chapter 14: Metropolitan Area Railr
Page 179 and 180:
Figure 14.1: Regional Collaboration
Page 181 and 182:
include freight in this collaborati
Page 183 and 184:
Transportation Planning Process SOU
Page 185 and 186:
metropolitan area. For the smaller
Page 187 and 188:
areas that had three or more interc
Page 189 and 190:
Class I carriers, there are real is
Page 191 and 192:
Acknowledgements The author wishes
Page 193 and 194:
Daniel Beagan, Michael Fischer and
Page 195 and 196:
Federal Highway Administration. The
Page 197 and 198:
Paul Krugman. The Return of Depress
Page 199 and 200:
Wesley J. Reisser, “A New Tri-Pol
Page 201:
World Almanac Education Group, “W
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