Watco Terminal & Port Services Presentation
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Surface Transportation Board
50307 SERVICE DATE – JULY 22, 2020 DO SURFACE TRANSPORTATION BOARD DECISION Docket No. AB 406 (Sub-No. 5X) CENTRAL KANSAS RAILWAY, LIMITED LIABILITY COMPANY—ABANDONMENT EXEMPTION—IN CLARK AND COMANCHE COUNTIES, KAN. Decided: July 21, 2020 On February 20, 1996, Central Kansas Railway, Limited Liability Company (CKR), filed a verified notice of exemption under 49 C.F.R. part 1152 subpart F—Exempt Abandonments to abandon an approximately 30.3-mile rail line known as the Englewood Subdivision, extending between milepost 136, at or near Protection, and milepost 166 plus 1,846 feet, at or near Englewood, in Clark and Comanche Counties, Kan. (the Line). Notice of the exemption was served and published in the Federal Register on March 11, 1996 (61 Fed. Reg. 9743), and the exemption became effective on April 10, 1996. By decision served April 4, 1996, the exemption was made subject to a condition that, prior to commencing salvage operations, CKR shall consult with the Kansas Department of Health and Environment regarding certification requirements. On July 2, 1997, Iowa Trails Council (ITC) requested issuance of a notice of interim trail use or abandonment (NITU) under the National Trails System Act (Trails Act), 16 U.S.C. § 1247(d), and 49 C.F.R. § 1152.29.1 Also on July 2, 1997, CKR filed a letter consenting to the issuance of a NITU and noting that ITC and CKR had reached an interim trail use/rail banking agreement. By decision served July 11, 1997, a NITU was issued. By letter filed July 13, 1998, OmniTRAX, Inc. (OmniTRAX), at that time the parent of CKR, advised the Board that the Line’s right-of-way was conveyed to ITC pursuant to the Trails Act effective October 1, 1997. -
Study on Border Crossing Practices in International Railway Transport
STUDY ON BORDER CROSSING PRACTICES IN INTERNATIONAL RAILWAY TRANSPORT Bangkok, 2018 This study was prepared by Transport Division ESCAP. The draft of the study was prepared by Mr. Goran Andreev, Consultant, under the supervision of Mr. Sandeep Raj Jain, Economic Affairs Officer, Transport Facilitation and Logistics Section (TFLS), Transport Division. Overall guidance was provided by Mr. Li Yuwei, Director, Transport Division. The study extensively benefited from the visits made by the ESCAP study team to several border crossings (in chronological order): Sukhbaatar (Mongolia), Dong Dang (Viet Nam), Padang Besar (Malaysia), Sarkhas (Islamic Republic of Iran), Rezekne (Latvia). The assistance provided by the railways, customs and other authorities at these border crossings, their officers and staff for the study is duly appreciated. Acknowledgments are also extended to the representatives of Intergovernmental Organisation for International Carriage by Rail (OTIF) and Organisation for Co- operation between Railways (OSJD), for their constructive comments on the draft Study and the contribution in providing valuable inputs on the publication. The views expressed in this guide are those of the authors and do not necessarily reflect the views of the United Nations Secretariat. The opinions, figures and estimates set forth in this guide are the responsibility of the authors, and should not necessarily be considered as reflecting the views or carrying the endorsement of the United Nations. The designations employed and the presentation of the material in this study do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. -
NCITEC National Center for Intermodal Transportation for Economic Competitiveness
National Center for Intermodal Transportation for Economic Competitiveness Final Report 525 The Impact of Modifying the Jones Act on US Coastal Shipping by Asaf Ashar James R. Amdal UNO Department of Planning and Urban Studies NCITEC National Center for Intermodal Transportation for Economic Competitiveness Supported by: 4101 Gourrier Avenue | Baton Rouge, Louisiana 70808 | (225) 767-9131 | www.ltrc.lsu.edu TECHNICAL REPORT STANDARD PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/LA.525 4. Title and Subtitle 5. Report Date The Impact of Modifying the Jones Act on US Coastal June 2014 Shipping 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Asaf Ashar, Professor Research, UNOTI LTRC Project Number: 13-8SS James R. Amdal, Sr. Research Associate, UNOTI State Project Number: 30000766 9. Performing Organization Name and Address 10. Work Unit No. University of New Orleans Department of Planning and Urban Studies 11. Contract or Grant No. 368 Milneburg Hall, 2000 Lakeshore Dr. New Orleans, LA 70148 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Louisiana Department of Transportation and Final Report Development July 2012 – December 2013 P.O. Box 94245 Baton Rouge, LA 70804-9245 14. Sponsoring Agency Code 15. Supplementary Notes Conducted in Cooperation with the U.S. Department of Transportation, Research and Innovative Technology Administration (RITA), Federal Highway Administration 16. Abstract The study assesses exempt coastal shipping defined as exempted from the US-built stipulation of the Jones Act, operating with functional crews and exempted from Harbor Maintenance Tax (HMT). The study focuses on two research questions: (a) the impact of the US-built exemption on the cost of coastal shipping; and (b) the competitiveness of exempt services. -
It's a Great Time to Be in the Railroad Business, but If You're a Short Line That's Going to Make It, You've Got to Lear
SHORT TAKES Caddo Valley Railroad Co. Headquarters: Glenwood, Ark. Route: 52.9 miles from Gurdon to Bird Mill, Ark. Interchange: Gurdon, with UP PREX GP16 1610 cuts through the piney woods near Gurdon, Ark. It’s a great time to be in the railroad business, but if you’re a short line that’s going to make it, you’ve got to learn how to add big-time value by Roy Blanchard riters such as Archie Robertson, Lucius road, or about 30 percent of the U.S. rail sys- Beebe, and William S. Young prepared us tem. They handle more than 12 million revenue Wfor short lines of an unhurried nature. Far units a year.* from the hustle and bustle of big-city commerce, Of the short lines operating today, 16 are these railroads went about their business in a lei- owned by Class I railroads, and they fall into two surely way. Robertson captured such lines in categories: switching and terminal railroads, and 1945’s Slow Train to Yesterday; Beebe immortal- actual short lines like the Winston-Salem South- ized them in his 1947 classic Mixed Train Daily; bound (a joint property of Norfolk Southern and and Young kept TRAINS readers informed about CSX, and a holdover from joint control of Norfolk the little roads well into the 1950s with his & Western and Atlantic Coast Line) or the Texas monthly column, “Short Lines.” Mexican (Kansas City Southern). The three best The 1980 Staggers Act [page 10], the subse- known are probably the Belt Railway of Chicago quent deregulation of railroad rates, and Wall (owned by six Class Is), probably the biggest Street have combined to end all that. -
Freight Tariff Wts 9012 Accessorial & Switching
FREIGHT TARIFF WTS 9012 ACCESSORIAL & SWITCHING TARIFF Watco Transportation Services, LLC DEMURRAGE, STORAGE, ACCESSORIAL AND SWITCHING TARIFF (Replaces and Supersedes all individual railroad tariffs falling under Watco Transportation Services and supplements/revisions thereto) CONTAINING DEMURRAGE AND STORAGE CHARGES RECIPROCAL & TERMINAL SWITCHING AND MISCELLANEOUS RAILROAD CHARGES FOR GENERAL RULES & CONDITIONS OF CARRIAGE SEE TARIFF WTS 9011-SERIES APPLICABLE ON EXPORT, IMPORT, INTERSTATE AND INTRASTATE TRAFFIC ISSUE DATE: March 31, 2021 EFFECTIVE DATE: April 1, 2021 ISSUED BY: Jana Austerman – Director Commercial Support and Pricing Leah Woods – Manager of Pricing Administration 8000 W 110th St, Suite 200 Overland Park, KS 66210 www.watco.com 1 | P a g e FREIGHT TARIFF WTS 9012 ACCESSORIAL & SWITCHING TARIFF SUBSCRIBING RAILROADS ANN ARBOR RAILROAD INC (AA) ALABAMA SOUTHERN RAILROAD LLC (ABS) ALABAMA WARRIOR RAILWAY LLC (ABWR) ARKANSAS SOUTHERN RAILROAD LLC (ARS) AUSTIN WESTERN RAILROAD LLC (AWRR) AUTAUGA NORTHERN RAILROAD LLC (AUT) BATON ROUGE SOUTHERN RAILROAD LLC (BRS) BIRMINGHAM TERMINAL RAILWAY LLC (BHRR) BLUE RIDGE SOUTHERN RAILROAD LLC (BLU) BOISE VALLEY RAILROAD LLC (BVRR) DECATUR & EASTERN ILLINOIS RAILROAD LLC (DREI) DUTCHTOWN SOUTHERN RAILROAD LLC (DUSR) EASTERN IDAHO RAILROAD LLC (EIRR) ELWOOD, JOLIET AND SOUTHERN RAILROAD LLC (EJSR) GRAND ELK RAILROAD INC (GDLK) GREAT NORTHWEST RAILROAD LLC (GRNW) GEAUX GEAUX RAILROAD LLC (GOGR) ITHACA CENTRAL RAILROAD, LLC (ITHR) JACKSONVILLE PORT TERMINAL RAILROAD LLC (JXPT) KANAWHA -
3.0 State Rail Planning
2010 Montana State Rail Plan 3.0 State Rail Planning 3.1 MONTANA RAIL SYSTEM SUMMARY In 2006, eight freight railroads operated 3,238 rail miles in Montana (excluding trackage rights).26 These eight carriers include: BNSF Railway (BNSF); Union Pacific (UP); Dakota, Missouri Valley, and Western (DMVW); Montana Rail Link (MRL); Central Montana Rail (CMR); Mission Mountain Railroad (MMR); Yellowstone Valley Railroad (YVR); and Rarus/Butte, Anaconda, and Pacific Railway (BAP). Table 3.1 summarizes the rail miles contributed by each carrier and Figure 3.1 illustrates the State’s freight railroad network. Table 3.1 Montana Railroad Statistics Miles of Railroad Operated in Montana 2000 2005 2006 BNSF Railway 2,135 1,983 1,942 Union Pacific 125 125 125 Class I Railroads Total 2,260 2,108 2,067 Dakota, Missouri Valley, and Western 57 58 58 Montana Rail Link 812 807 807 Regional Railroads Total 869 865 865 Central Montana Rail 87 88 88 Mission Mountain Railroad N/A 39 39 Yellowstone Valley Railroad N/A 186 186 Montana Western Railway 59 N/A N/A Butte, Anaconda and Pacific Railway 69 25 25 Local Railroads Total 215 338 338 Network Total 3,344 3,311 3,270 Source: 2005 and 2006 data from the Association of American Railroads, 2000 data from the 2000 Montana State Rail Plan Update. Note: Miles operated includes trackage rights. One mile of single track is counted the same as one mile of double track. 26 Rail miles, synonymous with route miles, represents the total miles of road in freight service operation. -
Austin Western Railroad Selected As BNSF's Shortline of the Year
theDispatch The newsletter for Watco Companies, LLC and Watco Transportation Services, LLC November 2015, Volume 16, Issue 11 Austin Western Railroad selected Watco's Customer as BNSF's Shortline of the Year Appreciation event hits record numbers by Tracie VanBecelaere growing aggregate traffic, which originates on the Managing Editor Austin Western line and continues to its destina- by Tracie VanBecelaere tion in Texas on the BNSF network," said Dean Managing Editor For Watco Companies, the highlight of Octo- Wise, BNSF vice president of network strategies. ber's BNSF Shortline conference was the naming During the first seven months of this year, There were many new pieces to Watco's Annual of the Austin Western Railroad (AWRR) as BNSF's freight interchanged between BNSF and the short Customer Appreciation Event this year; new organiz- 2015 Shortline Railroad of the Year. line rose 28 percent compared with the same ers, new venues, new sponsors, and new Custom- AWRR was selected out of 200 other short lines period in 2015. AWRR’s compound annual growth ers were all a part of the event held October 27th because of its participation in "significant growth rate was 35 percent between 2007 and 2014 for through the 29th. The annual event is held to thank in traffic it interchanges with BNSF” since the two freight interchanged with BNSF. many of our Customers for choosing to do busi- railroads began working together in 2007, said "In recent years, we've seen a significant increase ness with us and allowing us to grow our businesses BNSF officials. in aggregate unit trains due to increased highway together. -
Texas Terminal Team Ramps up to Meet Customer Needs
theDispatch The newsletter for Watco Companies, LLC and Watco Transportation Services, LLC August 2012, Volume 13, Issue 8 Texas terminal team ramps up to meet Customer needs by Tracie VanBecelaere needed to find a way to have all eight of the trans- Starling said, “At the drop of a hat the crews Managing Editor loaders at the facility in operation to accommodate were more than happy to make this happen for our their capacity needs without having to hire extra Customer in a time of need. The crews off-loaded Usually it’s EMTs that respond to emergency calls, personnel. amazing numbers during this time. The numbers of but in a particular situation it was Watco’s Harwood, Phillip Penner, senior vice president of business trucks, railcars and barrels of oil nearly tripled the Texas Team that was called for assistance. Customer development for the terminal division received a previous months’ totals. The Harwood Team operat- EOG Resources was out of storage at their active phone call from EOG operations manager Greg ed in this manner from May 16 through June 9. This facilities, and shipping by rail was the best option Thorton with regards to helping him solve the amazing feat did not go unnoticed. Greg Thorton to get their oil to additional EOG storage facilities. problem in the Harwood area. Penner contacted the with EOG was exceptionally pleased in the little time EOG was needing to get this extra oil into tank cars Harwood terminal manager, Ronnie Starling, to see it took for Watco to pull together for him in this in a short amount of time. -
Federal Register/Vol. 72, No. 178/Friday, September 14, 2007
52612 Federal Register / Vol. 72, No. 178 / Friday, September 14, 2007 / Notices Issued in Cambridge, Massachusetts on Watco represents that: (1) The rail DEPARTMENT OF TRANSPORTATION August 7, 2007. lines to be operated by AWRR do not Nelson H. Keeler, connect with any other railroads in the Surface Transportation Board Director, Office of Aviation Programs. Watco corporate family; (2) the [STB Finance Docket No. 35072] [FR Doc. E7–18177 Filed 9–13–07; 8:45 am] continuance in control is not part of a BILLING CODE 4910–HY–P series of anticipated transactions that Austin Western Railroad, Inc.— would connect these rail lines with any Operation Exemption—Capital other railroad in the Watco corporate Metropolitan Transportation Authority DEPARTMENT OF TRANSPORTATION family; and (3) the transaction does not involve a Class I rail carrier. Therefore, Austin Western Railroad, Inc. Surface Transportation Board the transaction is exempt from the prior (AWRR), a noncarrier, has filed a verified notice of exemption under 49 [STB Finance Docket No. 35075] approval requirements of 49 U.S.C. 11323. See 49 CFR 1180.2(d)(2). CFR 1150.31 to operate, pursuant to an Watco Companies, Inc., and Watco Under 49 U.S.C. 10502(g), the Board agreement with Capital Metropolitan Transportation Services, Inc.— may not use its exemption authority to Transportation Authority (CMTA), Continuance in Control Exemption— relieve a rail carrier of its statutory CMTA’s approximately 164.83 miles of Austin Western Railroad, Inc. obligation to protect the interests of its railroad extending between (1) Milepost employees. Section 11326(c), however, 0.0 west of Giddings, TX, and milepost Watco Companies, Inc. -
Introduction to Intermodal Industry
Intermodal Industry Overview - History of Containers and Intermodal Industry - Intermodal Operations - Chassis and Chassis Pools TRAC Intermodal Investor Relations 1 Strictly Private and Confidential Index Page • History of Containers and Intermodal Industry 4 • Intermodal Operations 13 • Chassis and Chassis Pools 36 2 Strictly Private and Confidential What is Intermodal? • Intermodal freight transportation involves the movement of goods using multiple modes of transportation - rail, ship, and truck. Freight is loaded in an intermodal container which enables movement across the various modes, reduces cargo handling, improves security and reduces freight damage and loss. 3 Strictly Private and Confidential Overview HISTORY OF CONTAINERS AND INTERMODAL INDUSTRY 4 Strictly Private and Confidential Containerization Changed the Intermodal Industry • Intermodal Timeline: – By Hand - beginning of time – Pallets • started in 1940’s during the war to move cargo more quickly with less handlers required – Containerization: Marine • First container ship built in 1955, 58 containers plus regular cargo • Marine containers became standard in U.S. in 1960s (Malcom McLean 1956 – Sea Land, SS Ideal X, 800 TEUs) • Different sizes in use, McLean used 35’ • 20/40/45 standardized sizes for Marine 5 Strictly Private and Confidential Containerization Changed the Intermodal Industry • Intermodal Timeline: – Containerization: Domestic Railroads • Earliest containers were for bulk – coal, sand, grains, etc. – 1800’s • Piggy backing was introduced in the early 1950’s -
The Containerization of Commodities: Integrating Inland Ports with Gateways and Corridors in Western Canada
The Containerization of Commodities: Integrating Inland Ports with Gateways and Corridors in Western Canada Jean-Paul Rodrigue, PhD Van Horne Researcher in Transportation and Logistics Professor, Hofstra University April 2012 2 Executive Summary This report provides an analysis of the major trends in the containerization of commodities and looks at its commercial potential and operational hurdles. The setting of inland ports in Western Canada is seen as a strategy to help reconcile import (retail dominated) and export (commodities dominated) logistics. The containerization of commodities involves the development and expansion of a niche market that can fluctuate according to the price of the respective commodities, the nature and extent of the demand and container shipping rates. All of these are commodity specific and will convey new opportunities for commodity exporters and buyers alike. The last decade have been prone to the containerization of commodities as container shipping rates remained relatively constant while the price of most commodity groups doubled or tripled. Containerization enables a better level of inventory management of commodities. Yet, the availability of containers is a recurring challenge since maritime shipping companies, as dominant managers of containerized assets, will allocate them where there are commercial opportunities to recoup the costs of having these containers circulating outside their shipping and port networks. A growing level of intermodal integration is being observed in Western Canada, which reflects a trend observed across North America and elsewhere around the world. Inland ports are likely to be the missing multiplying effect that would encourage maritime shipping companies to have a larger number of containerized assets moving inland. -
Terrace Transloading Facility Feasibility Study
REPORT Transloading Facility Feasibility Study Final Report Prepared for: City of Terrace Prepared by: CPCS CPCS Ref: 18255 October 11, 2019 REPORT | Terrace Transloading Facility Feasibility Study Acknowledgments CPCS acknowledges and is thankful for input provided by The City of Terrace and other stakeholders consulted in the development of this report. Cover image source: CPCS REPORT | Terrace Transloading Facility Feasibility Study Acronyms / Abbreviations ............................................................................................................. 3 Executive Summary ....................................................................................................................... 4 1 Introduction ............................................................................................................................. 11 Background and Objective ..................................................................................................... 11 Study Structure ....................................................................................................................... 12 Purpose of this Report............................................................................................................ 12 Methodology .......................................................................................................................... 12 2 Geographic Context .................................................................................................................. 14 Overall Transportation