DOCSLIB.ORG

Mountain Division Rail Study Report on Potential Uses and Implementation Costs

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Mountain Division Rail Study Report on Potential Uses and Implementation Costs MOUNTAIN DIVISION RAIL STUDY REPORT ON POTENTIAL USES AND IMPLEMENTATION COSTS Maine Department of Transportation Office of Freight Transportation Prepared by: HNTB Corporation DECEMBER, 2007 Mountain Division Rail Study Table of Contents TABLE OF CONTENTS PAGE NO. EXECUTIVE SUMMARY I. INTRODUCTION E-1 II HISTORICAL CONTEXT E-1 III CURRENT STATUS AND USE OF THE MOUNTAIN DIVISION E-2 IV EXISTING CONDITION OF RAILROAD (Portland to North Conway – 60 miles) E-2 A. Track and Roadbed E-2 B. Bridges and Major Culverts E-3 V. FREIGHT OPPORTUNITIES E-4 VI. PASSENGER OPPORTUNITIES E-8 A. Summary E-8 B. Commuter Rail Service E-8 C. Rolling Stock Options and Costs E-10 D. Tourist/Excursion Service E-11 E. Capital Cost Summary for Excursion/Tourist to Conway, NH E-13 F. Excursion Service Operating Cost and Revenue E-15 VI. CONCLUSIONS AND NEXT STEPS E-15 CHAPTER 1 – HISTORICAL BACKGROUND I. HISTORICAL CONTEXT 1 A. A Difficult Passage 1 B. The Lure of the Lakes 2 II. THE PORTLAND AND OGDENSBURG, A DREAM NEVER FULFILLED 4 A. The Grand Trunk Railroad 4 B. The Portland and Ogdensburg 5 C. Later History of the Three Components of the Portland and Ogdensburg 8 III. BRANCHING NORTHWARD 9 IV. OVERVIEW OF RAILROAD ISSUES THAT FAVORED MOUNTAIN DIVISION OPERATION UNTIL 1983 12 A. Division of Revenue 12 B. Canadian Differential 13 V. CURRENT SITUATION IN THE NORTH COUNTRY OF NEW HAMPSHIRE AND VERMONT 14 VI. HISTORIC TRAFFIC VOLUMES ON MOUNTAIN DIVISION AND ST. JOHNSBURY INTERCHANGE 15 APPENDIX TO CHAPTER 1 – PAST FREIGHT TRAFFIC VOLUMES 17 CHAPTER 2 – RIGHT-OF-WAY CONDITION REPORT I. INTRODUCTION 1 A. Roadbed 2 B. Ballast 2 Maine Department of Transportation HNTB Corporation Office of Freight Transportation Page TC-1 December, 2007 Mountain Division Rail Study Table of Contents C. Tie Condition and Assessment 3 D. Rail 6 E. Other Track Material (OTM) 7 F. Turnouts 8 G. Grade Crossings 11 H. Sidings and Passing Tracks 13 I. Geometrics 14 CHAPTER 3 – BRIDGE CONDITION REPORT I. INTRODUCTION 1 II. BRIDGE INSPECTION FINDINGS 1 III CULVERTS 13 IV. BRIDGE RATINGS 15 V. ESTIMATED REHABILITATION COST 15 CHAPTER 4 – COST ESTIMATES – TRACK & ROW I. INTRODUCTION ` 1 II. METHODOLOGY AND ASSUMPTIONS 2 A. Field Inspections 2 B. Comments on Condition Related to Costs and Cost Summary 2 C. Tie Condition Issues 4 D. Rail and Joint Bars 4 E. Grade Crossings 4 F. Automatic Highway Crossing Warning Systems 5 G. Bridges 6 H. Rail Anchors 6 I. Tie Plates 6 J. Rail 6 K. Net Salvage Value 6 III. ESTIMATE TABLES 7 Estimate Tables for Class 1, 2 and 3 Main Line Track Rehabilitation - Following Page 7 CHAPTER 5 – FREIGHT RAIL OPPORTUNITIES I. INTRODUCTION 1 A. Past Local Traffic on the Mountain Division 1 B. Realities of Rail Freight in New England 2 C. Current Statistical Data on Maine Railroads 5 II DETERMINATION OF POTENTIAL FREIGHT TRAFFIC OPPORTUNITIES 6 A. Options for a Potential Freight Operator 6 B. Methodology of Search for Potential Freight Shippers and Consignees 7 C. An Existing Model for Operation of the Mountain Division as Short Line RR 8 III. DISCUSSION OF POTENTIAL FREIGHT TRAFFIC OPPORTUNITIES Maine Department of Transportation HNTB Corporation Office of Freight Transportation Page TC-2 December, 2007 Mountain Division Rail Study Table of Contents AND DETERMINATION OF VOLUMES AND REVENUES 10 A. Commodity and Volume Estimates 10 B. Quantifying the Potential Freight Operation 16 C. Freight Volume and Revenue Estimates 17 D. Anticipated Operating Costs 19 IV. OTHER COSTS REQUIRED FOR FREIGHT ONLY OPERATION 22 A. Assumed Freight Operation 23 B. Additional Facilities Required 24 C. Current Rail Trail 25 V. COST SUMMARY OF FREIGHT-ONLY OPERATION 25 CHAPTER 6 - PASSENGER RAIL OPPORTUNITIES I. INTRODUCTION 1 A. Commuter Rail – A Good Choice for Many Cities 1 II. ASSESSING COMMUTER RAIL RIDERSHIP 3 A. Fundamental Criteria for a Commuter Rail Service 3 B. Demographics of Mountain Division Corridor versus Other Commuter Rail Operations 3 C. Brief Description of Other Commuter Rail Operations Used for Comparison 5 D. Comparison of Demographic and Commuting Demographics. 8 E. Population Density Demographics 13 F. Employment Density 15 G. Estimating Potential Commuter Rail Ridership on the Mountain Division 16 III. ASSESSING TOURIST/EXCURSION POSSIBILITIES 18 A. A Significant Tourist Destination on the Mountain Division 18 B. The “Land Cruising” Concept 18 C. Requirements for Tourist Oriented Rail Trips 19 D. Initial Excursion Options on the Mountain Division 19 IV QUANTIFYING COST OF POTENTIAL PASSENGER RAIL OPTIONS 21 A. Potential Operating Schedules 21 B. Schedule Samples 22 C. Defining a Commuter Rail System 25 D. Stations and Layover Facilities 26 E. Passing Sidings 28 F. Additional Automatic Highway Crossing Warning Systems 29 G. DTMF Remote Control Turnouts and Switch Heaters 29 H. Layover Facility and Maintenance Shops 29 I. Current Rail Trail 29 V. CAPITAL COST SUMMARY FOR COMMUTER RAIL OPERATION 30 VI. CAPITAL COST SUMMARY FOR TOURIST/EXCURSION SERVICE TO NORTH CONWAY, NH 31 VII. ROLLING STOCK OPTIONS AND COSTS 32 VIII. COMMUTER RAIL OPERATING COSTS AND REVENUE 33 A. Operating Costs 34 Maine Department of Transportation HNTB Corporation Office of Freight Transportation Page TC-3 December, 2007 Mountain Division Rail Study Table of Contents B. Estimated Revenues 35 IX. EXCURSION SERVICE OPERATING COST AND REVENUE 35 CHAPTER 7 – EXTERNAL BENEFITS AND FUNDING SOURCES I. EXTERNALITIES OF TRANSPORTATION INVESTMENTS 1 II. ECONOMIC AND COMMUNITY DEVELOPMENT ISSUES 2 III. QUALITY OF LIFE 2 IV. PUBLIC FINANCE OPTIONS 3 A. Introduction 3 B. Public Funding Sources 4 C. Other Federal Programs 5 D. Public/Private Partnerships 5 Maine Department of Transportation HNTB Corporation Office of Freight Transportation Page TC-4 December, 2007 EXECUTIVE SUMMARY Mountain Division Rail Study Executive Summary I. INTRODUCTION The purpose of this Report is to investigate the present condition, potential use of and probable implementation costs for freight and/or passenger services on the 50 mile Mountain Division Rail Corridor within Maine and a 10 mile segment within New Hampshire, to Intervale, within the town of Conway. The essential findings of the Report and summaries of potential implementation costs are included in this summary. II. HISTORICAL CONTEXT The Mountain Division name came to be in the early years of the 20th century when the railroad came under the control of the Maine Central Railroad. Prior to that time, the Mountain Division was known as the Portland and Ogdensburg Railroad, chartered in Maine in 1867 with construction starting in 1869. The original concept of the P&O was never fully realized. Insufficient funds, other railroads that blocked completion of key sections in northwestern Vermont and across the northern reaches of Lake Champlain, and the fact that Ogdensburg never became a major port; all conspired against realization of the ambitious plan. The route did exist, but never under the control of a single carrier. By the early part of the 20th century, the expanding Maine Central Railroad absorbed the P&O between Portland and St. Johnsbury, Vermont, a distance of 131 miles, together with a line branching north from Whitefield, New Hampshire deep into Quebec. At St. Johnsbury, the Maine Central connected to the St. Johnsbury and Lake Champlain RR west across the top of Vermont (a piece of the original P&O concept) and a north-south route of the Canadian Pacific RR. The Canadian Pacific had leased this line from the Boston & Maine in 1926 with purchase in 1946. The CP line north out of St. Johnsbury turns west after exiting the top of Vermont, passes through Montreal and then west with connections back into the U. S. in the Detroit area. History now informs us that the CP route was the major outlet for the Mountain Division freight traffic, not the original conceived route west from St. J. The Mountain Division from Portland to St. Johnsbury seems to purposely avoid any major population or industrial centers. As a result, there never was significant freight or passenger traffic1 generated along the line. Instead, the Mountain Division functioned mostly as what is known as a “bridge” or “overhead” route for freight traffic in and out of Maine to the U. S. Midwest. Volume levels of this overhead traffic actually increased over time reaching a peak in the 1970’s and holding up fairly well to 1982, the last full year of operation of the Mountain Division. The relatively high volume (about 16% of total Maine Central carloads in 1972) of overhead traffic using this difficult route was due mostly to two factors: 1. The Maine Central got a longer haul and better division of revenue on cars routed this way rather than interchanging to the Boston & Maine at South Portland (Rigby Yard). 1 Except during the last half of the 19th century and early 20th century when in summer, large numbers of patrons came to and from the White Mountain resort hotels on passenger trains. Maine Department of Transportation HNTB Corporation Office of Freight Transportation Page E-1 December, 2007 Mountain Division Rail Study Executive Summary 2. For many years, there existed a “Canadian Differential”; that is a lower cost freight charge on some volume of rail freight moving in and out of Canada. So Maine shippers enjoyed a lower freight rate using this slower route to and from the U. S. Midwest via Canada. Local freight traffic along the line was always very minimal, the exception being the Portland/Westbrook end, a small paper mill in Gilman, Vermont and interchange to the Boston & Maine Railroad at Whitefield, mostly for traffic to and from the paper mills at Berlin and Groveton. From the mid 1940’s till the end of passenger service in April of 1958, passenger service was limited to a single round trip from Portland to St.
Load more

Recommended publications
  • NSG 604 Indicators and Signs
    This is an uncontrolled copy. Before use, make sure that this is the current version by visiting www.railsafe.org.au/nsg NSG 604 signals and signs Indicators and signs General To describe the types of indicators and signs used in the Network. ............................................................................................... NOTE The Figures in this Rule show examples of the indicators and signs used in the Network. White or lunar white lights are shown in blue . ............................................................................................... Clearance posts Clearance posts may be located between two converging lines to show the clearance limit. Some clearance posts have: • a reflective background, or • a white light that must be illuminated at night or in conditions of low visibility. White reflective post forms Illuminated post form FIGURE 1: Examples of clearance posts ............................................................................................... NETWORK RULES MARCH 2019 V10.0 © SYDNEY TRAINS 2019 PAGE 1 OF 38 This is an uncontrolled copy. Before use, make sure that this is the current version by visiting www.railsafe.org.au/nsg NSG 604 signals and signs Indicators and signs Dead end lights Dead end lights are small red lights to indicate the end of dead end sidings. The lights display STOP indications only. If it is possible for a dead end light to be mistaken as a running signal at STOP, a white light above the red light is used to distinguish it from a running signal. FIGURE 2: Examples of dead end lights ............................................................................................... NETWORK RULES MARCH 2019 V10.0 © SYDNEY TRAINS 2019 PAGE 2 OF 38 This is an uncontrolled copy. Before use, make sure that this is the current version by visiting www.railsafe.org.au/nsg NSG 604 signals and signs Indicators and signs Guard’s indicator If it is possible for the signal at the exit-end of a platform to be obscured from a Guard’s view, a Guard’s indicator is placed over the platform.
    [Show full text]
  • RAIB Report: Freight Train Derailment at Angerstein Junction on 3 June 2015
    Oliver Stewart Senior Executive, RAIB Relationship and Recommendation Handling Telephone 020 7282 3864 E-mail [email protected] 4 June 2020 Mr Andrew Hall Deputy Chief Inspector of Rail Accidents Cullen House Berkshire Copse Rd Aldershot Hampshire GU11 2HP Dear Andrew, RAIB Report: Freight train derailment at Angerstein Junction on 3 June 2015 I write to provide an update1 on the action taken in respect of recommendation 3 addressed to ORR in the above report, published on 1 June 2016. The annex to this letter provides details of the action taken regarding the recommendation. The status of recommendation 3 is ‘Implemented’. We do not propose to take any further action in respect of the recommendation, unless we become aware that any of the information provided has become inaccurate, in which case I will write to you again. We will publish this response on the ORR website on 5 June 2020. Yours sincerely, Oliver Stewart 1 In accordance with Regulation 12(2)(b) of the Railways (Accident Investigation and Reporting) Regulations 2005 Annex A Recommendation 3 The intent of this recommendation is to ensure that the derailment risk at Angerstein Junction is adequately controlled. Network Rail should review and, if appropriate, alter the infrastructure configuration on the line between Angerstein Junction and Angerstein Wharf sidings to reduce its contribution to the derailment risk in the immediate vicinity of the 851A trap points. This review should include, but not be limited to, consideration of: • the wagon types and loads normally using the line; • the layout of the check rail; • the speed and braking profiles of trains using the line; • the locations and operation of signalling equipment; and • the location of the trap points, or the provision of alternative risk mitigation measures ORR decision 1.
    [Show full text]
  • Amtrak Timetables-Virginia Service
    Effective July 13, 2019 VIRGINIA SERVICE - Southbound serving BOSTON - NEW YORK - WASHINGTON DC - CHARLOTTESVILLE - ROANOKE - RICHMOND - NEWPORT NEWS - NORFOLK and intermediate stations Amtrak.com 1-800-USA-RAIL Northeast Northeast Northeast Silver Northeast Northeast Service/Train Name4 Palmetto Palmetto Cardinal Carolinian Carolinian Regional Regional Regional Star Regional Regional Train Number4 65 67 89 89 51 79 79 95 91 195 125 Normal Days of Operation4 FrSa Su-Th SaSu Mo-Fr SuWeFr SaSu Mo-Fr Mo-Fr Daily SaSu Mo-Fr Will Also Operate4 9/1 9/2 9/2 9/2 Will Not Operate4 9/1 9/2 9/2 9/2 9/2 R B y R B y R B y R B y R B s R B y R B y R B R s y R B R B On Board Service4 Q l å O Q l å O l å O l å O r l å O l å O l å O y Q å l å O y Q å y Q å Symbol 6 R95 BOSTON, MA ∑w- Dp l9 30P l9 30P 6 10A 6 30A 86 10A –South Station Boston, MA–Back Bay Station ∑v- R9 36P R9 36P R6 15A R6 35A 8R6 15A Route 128, MA ∑w- lR9 50P lR9 50P R6 25A R6 46A 8R6 25A Providence, RI ∑w- l10 22P l10 22P 6 50A 7 11A 86 50A Kingston, RI (b(™, i(¶) ∑w- 10 48P 10 48P 7 11A 7 32A 87 11A Westerly, RI >w- 11 05P 11 05P 7 25A 7 47A 87 25A Mystic, CT > 11 17P 11 17P New London, CT (Casino b) ∑v- 11 31P 11 31P 7 45A 8 08A 87 45A Old Saybrook, CT ∑w- 11 53P 11 53P 8 04A 8 27A 88 04A Springfield, MA ∑v- 7 05A 7 25A 7 05A Windsor Locks, CT > 7 24A 7 44A 7 24A Windsor, CT > 7 29A 7 49A 7 29A Train 495 Train 495 Hartford, CT ∑v- 7 39A Train 405 7 59A 7 39A Berlin, CT >v D7 49A 8 10A D7 49A Meriden, CT >v D7 58A 8 19A D7 58A Wallingford, CT > D8 06A 8 27A D8 06A State Street, CT > q 8 19A 8 40A 8 19A New Haven, CT ∑v- Ar q q 8 27A 8 47A 8 27A NEW HAVEN, CT ∑v- Ar 12 30A 12 30A 4 8 41A 4 9 03A 4 88 41A Dp l12 50A l12 50A 8 43A 9 05A 88 43A Bridgeport, CT >w- 9 29A Stamford, CT ∑w- 1 36A 1 36A 9 30A 9 59A 89 30A New Rochelle, NY >w- q 10 21A NEW YORK, NY ∑w- Ar 2 30A 2 30A 10 22A 10 51A 810 22A –Penn Station Dp l3 00A l3 25A l6 02A l5 51A l6 45A l7 17A l7 25A 10 35A l11 02A 11 05A 11 35A Newark, NJ ∑w- 3 20A 3 45A lR6 19A lR6 08A lR7 05A lR7 39A lR7 44A 10 53A lR11 22A 11 23A 11 52A Newark Liberty Intl.
    [Show full text]
  • Dry River Wilderness
    «¬110 SOUTH White Mountain National Forest - Forest Protection Areas POND !5 !B Forest Protection Areas (FPAs) are geographic South !9 Designated Sites !9 The Alpine Zone Wilderness Pond areas where certain activities are restricted to A Rarity in the Northeast Rocky prevent overuse or damage to National Forest Designated sites are campsites or Wilderness Areas are primitive areas Pond resources. Restrictions may include limits on picnic areas within a Forest The alpine zone is a high elevation area in with few signs or other developments. !B camping, use of wood or charcoal fires and Protection area where otherwise which trees are naturally absent or stunted Trails may be rough and difficult to maximum group size. FPAs surround certain features prohibited activities (camping at less that eight feet tall. About 8 square follow. Camping and fires are gererally miles of this habitat exists in the prohibited within 200 feet of any trail W (trails, ponds, parking areas, etc) with either a 200-foot and/or fires) may occur. These e s or ¼ mile buffer. They are marked with signs sites are identified by an official Northeast with most of it over 4000 feet unless at a designated site. No more t M as you enter and exit so keep your eyes peeled. sign, symbol or map. in elevation. Camping is prohibited in the than ten people may occupy a single i la TYPE Name GRID n alpine zone unless there is two or more campsite or hike in the same party. Campgrounds Basin H5 feet of snow. Fires are prohibited at all Big Rock E7 !B Blackberry Crossing G8 ROGERS times.
    [Show full text]
  • Regional Rail Service the Vermont Way
    DRAFT Regional Rail Service The Vermont Way Authored by Christopher Parker and Carl Fowler November 30, 2017 Contents Contents 2 Executive Summary 4 The Budd Car RDC Advantage 5 Project System Description 6 Routes 6 Schedule 7 Major Employers and Markets 8 Commuter vs. Intercity Designation 10 Project Developer 10 Stakeholders 10 Transportation organizations 10 Town and City Governments 11 Colleges and Universities 11 Resorts 11 Host Railroads 11 Vermont Rail Systems 11 New England Central Railroad 12 Amtrak 12 Possible contract operators 12 Dispatching 13 Liability Insurance 13 Tracks and Right-of-Way 15 Upgraded Track 15 Safety: Grade Crossing Upgrades 15 Proposed Standard 16 Upgrades by segment 16 Cost of Upgrades 17 Safety 19 Platforms and Stations 20 Proposed Stations 20 Existing Stations 22 Construction Methods of New Stations 22 Current and Historical Precedents 25 Rail in Vermont 25 Regional Rail Service in the United States 27 New Mexico 27 Maine 27 Oregon 28 Arizona and Rural New York 28 Rural Massachusetts 28 Executive Summary For more than twenty years various studies have responded to a yearning in Vermont for a regional passenger rail service which would connect Vermont towns and cities. This White Paper, commissioned by Champ P3, LLC reviews the opportunities for and obstacles to delivering rail service at a rural scale appropriate for a rural state. Champ P3 is a mission driven public-private partnership modeled on the Eagle P3 which built Denver’s new commuter rail network. Vermont’s two railroads, Vermont Rail System and Genesee & Wyoming, have experience hosting and operating commuter rail service utilizing Budd cars.
    [Show full text]
  • Great Vacation Times at Chocorua Camping Village & Wabanaki Lodge & the Greater Ossipee - Chocorua Mountain Region for Toll-Free Reservations 1-888-237-8642 Vol
    Great Vacation Times at Chocorua Camping Village & Wabanaki Lodge & the Greater Ossipee - Chocorua Mountain Region FOR TOLL-FREE RESERVATIONS 1-888-237-8642 Vol. 20 No. 1 GPS: 893 White Mountain Hwy, Tamworth, NH 03886 PO Box 484, Chocorua, NH 03817 email: [email protected] Tel. 1-888-BEST NHCampground (1-888-237-8642) or 603-323-8536 www.ChocoruaCamping.com www.WhiteMountainsLodging.com Your Camping Get-Away Starts Here! Outdoor spaces and smiling faces. Fishing by the river under shade trees. These are what makes your get-away adventures come alive with ease. In a tent, with a fox, in an RV with a full utility box. Allow vacation dreams to put you, sunset, at the boat dock. Glamp with your sweetie in a Tipi, or arrive with your dogs, flop down and live-it-up, in a deluxe lodge. Miles of trails for a ramble and bike. Journey down the mile to the White Mountains for a leisurely hike. We’ve a camp store, recreation, food service, Native American lore. All you have to do is book your stay, spark the fire, and you’ll be enjoying s’mores. Bring your pup, the kids, the bikes, and your rig. Whatever your desire of camping excursion, we’ve got you covered with the push of a button. Better yet, give us a call and we’ll take care of it all. Every little things’ gonna be A-Okay. We’ve got you covered in our community of Chocorua Camping Village KOA! See you soon! Unique Lodging Camp Sites of All Types Vacation for Furry Family! Outdoor Recreation Check out our eclectic selection of Tenting, Water Front Patio Sites, Full- Fully Fenced Dog Park with Agility Theme Weekends, Daily Directed lodging! hook-up, Pull-thru – We’ve got you Equipment, Dog Beach and 5 miles of Activities, Ice Cream Smorgasbords, Tie covered! trails! Happy Pups! Dye! Come join the Summer Fun! PAGE 4, 5 & 6 PAGE 5 & 6 PAGE 2 & 20 PAGE 8 & 9 CHOCORUA CAMPING VILLAGE At Your Service Facilities & Activities • NEW! Food Service at the Pavilion! • Tax- Free “Loaded” campstore • Sparkling Pool with Chaise Lounges • 15,000sq.ft.
    [Show full text]
  • Official List of Public Waters
    Official List of Public Waters New Hampshire Department of Environmental Services Water Division Dam Bureau 29 Hazen Drive PO Box 95 Concord, NH 03302-0095 (603) 271-3406 https://www.des.nh.gov NH Official List of Public Waters Revision Date October 9, 2020 Robert R. Scott, Commissioner Thomas E. O’Donovan, Division Director OFFICIAL LIST OF PUBLIC WATERS Published Pursuant to RSA 271:20 II (effective June 26, 1990) IMPORTANT NOTE: Do not use this list for determining water bodies that are subject to the Comprehensive Shoreland Protection Act (CSPA). The CSPA list is available on the NHDES website. Public waters in New Hampshire are prescribed by common law as great ponds (natural waterbodies of 10 acres or more in size), public rivers and streams, and tidal waters. These common law public waters are held by the State in trust for the people of New Hampshire. The State holds the land underlying great ponds and tidal waters (including tidal rivers) in trust for the people of New Hampshire. Generally, but with some exceptions, private property owners hold title to the land underlying freshwater rivers and streams, and the State has an easement over this land for public purposes. Several New Hampshire statutes further define public waters as including artificial impoundments 10 acres or more in size, solely for the purpose of applying specific statutes. Most artificial impoundments were created by the construction of a dam, but some were created by actions such as dredging or as a result of urbanization (usually due to the effect of road crossings obstructing flow and increased runoff from the surrounding area).
    [Show full text]
  • Alberta-To-Alaska-Railway-Pre-Feasibility-Study
    Alberta to Alaska Railway Pre-Feasibility Study 2015 Table of Content Executive Summary ...................................................................................................... i Infrastructure and Operating Requirements................................................................ ii Environmental Considerations and Permitting Requirements .................................... ii Capital and Operating Cost Estimates ......................................................................... iii Business Case .............................................................................................................. iii Mineral Transportation Potential ................................................................................ iii First Nations/Tribes and Other Contacts ..................................................................... iv Conclusions .................................................................................................................. iv 1 | Introduction ........................................................................................................ 1 This Assignment............................................................................................................ 1 This Report ................................................................................................................... 2 2 | Infrastructure and Operating Requirements ........................................................ 3 Route Alignment ..........................................................................................................
    [Show full text]
  • Total Phosphorus Loads for Selected Tributaries to Sebago Lake, Maine
    science for a changing world Total Phosphorus Loads for Selected Tributaries to Sebago Lake, Maine Water-Resources Investigations Report 01-4003 V Prepared in cooperation with the Portland Water District U.S. Department of the Interior U.S. Geological Survey U.S. Department of the Interior U.S. Geological Survey By Glenn A. Hodgkins Water-Resources Investigations Report 01-4003 Prepared in cooperation with the Portland Water District Augusta, Maine 2001 U.S. DEPARTMENT OF THE INTERIOR GALE A. NORTON, Secretary U.S. GEOLOGICAL SURVEY Charles G. Groat, Director The use of firm, trade, and brand names in this report is for identification purposes only and does not constitute endorsement by the U.S. Government. For additional information write to: Copies of this report can be purchased from: District Chief U.S. Geological Survey U.S. Geological Survey Branch of Information Services 26 Ganneston Dr. Box 25286, Federal Center Augusta, ME 04330 Denver, CO 80225 http://me.water.usgs.gov CONTENTS Abstract.................................................................................... 1 Introduction................................................................................. 2 Description of the study area.................................................................... 2 Data collection and analysis .................................................................... 2 Data-collection networks in the Sebago Lake Basin.......................................... 2 Adequacy of current stream-gaging network ..............................................
    [Show full text]
  • A Tale of Perseverance and Ingenuity Perseverance of a Tale by Ben Traylor
    A Tale of Perseverance and Ingenuity Perseverance of A Tale by Ben Traylor Through excellent customer service and sound business management practices, provide safe, efficient, and economical transportation and real estate services that support and grow economic development opportunities for the State of Alaska. by Scott Adams Scott by TABLE OF CONTENTS Alaska Railroad Leadership 1 Leadership Year in Review 2 Business Highlights 8 Financial Highlights 10 Transmittal Letter 12 AUDITED FINANCIAL STATEMENTS SECTION Contact Information and Office Locations Back by Judy Patrick Judy by MANAGEMENT TEAM Clark Hopp Jim Kubitz Chief Operating Officer VP Real Estate Barbara Amy Brian Lindamood Chief Financial Officer VP Engineering Andy Behrend Dale Wade Chief Counsel VP Marketing and Bill O’Leary Customer Service President & CEO Jennifer Haldane Chief Human Resources Officer BOARD OF DIRECTORS Craig Campbell Judy Petry Julie Anderson John Binkley Chair Vice Chair Commissioner Director Gov. Mike Dunleavy appointed Bill Sheffield as by Ken Edmier Ken by Chair Emeritus Jack Burton John MacKinnon John Shively Director Commissioner Director 1 YEAR IN REVIEW A Tale of Perseverance and Ingenuity Once upon a time, in a world not yet steeped in pandemic, the Alaska Railroad Corporation (ARRC) began the year 2020 with optimism, ready to share a story of emergence from fiscal uncertainty. Yet, when the last page turned on 2020, our tale didn’t end with happily-ever-after; nor did it conclude as a tragedy. Instead, 2020’s narrative featured everyday heroes, brandishing their perseverance and ingenuity to fight common foes — the villain Pandemic and its sidekick Recession. Just two months into a promising new year, the rogue novel coronavirus 2019 (COVID-19) appeared on scene, soon spreading throughout the land.
    [Show full text]
  • Classic Trains' 2014-2015 Index
    INDEX TO VOLUMES 15 and 16 All contents of publications indexed © 2013, 2014, and 2015 by Kalmbach Publishing Co., Waukesha, Wis. CLASSIC TRAINS Spring 2014 through Winter 2015 (8 issues) ALL ABOARD! (1 issue) 876 pages HOW TO USE THIS INDEX: Feature material has been indexed three or more times—once by the title under which it was published, again under the author’s last name, and finally under one or more of the subject categories or railroads. Photographs standing alone are indexed (usually by railroad), but photographs within a feature article are not separately indexed. Brief items are indexed under the appropriate railroad and/or category. Most references to people are indexed under the company with which they are commonly identified; if there is no common identification, they may be indexed under the person’s last name. Items from countries from other than the U.S. and Canada are indexed under the appropriate country name. ABBREVIATIONS: Sp = Spring Classic Trains, Su = Summer Classic Trains, Fa = Fall Classic Trains, Wi = Winter Classic Trains; AA! = All Aboard!; 14 = 2014, 15 = 2015. Albany & Northern: Strange Bedfellows, Wi14 32 A Bridgeboro Boogie, Fa15 60 21st Century Pullman, Classics Today, Su15 76 Abbey, Wallace W., obituary, Su14 9 Alco: Variety in the Valley, Sp14 68 About the BL2, Fa15 35 Catching the Sales Pitchers, Wi15 38 Amtrak’s GG1 That Might Have Been, Su15 28 Adams, Stuart: Finding FAs, Sp14 20 Anderson, Barry: Article by: Alexandria Steam Show, Fa14 36 Article by: Once Upon a Railway, Sp14 32 Algoma Central: Herding the Goats, Wi15 72 Biographical sketch, Sp14 6 Through the Wilderness on an RDC, AA! 50 Biographical sketch, Wi15 6 Adventures With SP Train 51, AA! 98 Tracks of the Black Bear, Fallen Flags Remembered, Wi14 16 Anderson, Richard J.
    [Show full text]
  • Rail and Sale Tour
    Rail and Sale Tour 4 DAY SUGGESTED ITINERARY New Hampshire Rail and Sale Tour OVERVIEW 3 North Conway, famous for its name brand factory outlets and high-end boutique shops, is a must-visit in New Hampshire. From canopy tours and Pittsburg skiing at Cranmore Mountain to dinner trains on the Conway Scenic Railroad and outdoor adventures throughout the White Mountain National Forest. Groups won’t want to leave! Colebrook 26 16 ITINERARY TIMELINE 26 DAY 1 16 #1 Settlers Green 3 #2 Conway Scenic Railroad #3 North Conway Village #4 Cranmore Mountain Ski Lodge 5 Berlin 3 6 7 16 DAY 2 302 302 #5 Littleton’s Downtown area 10 Franconia #6 Omni Mount Washington 302 Jackson 8,9 112 10 1,2,3,4 #7 Mount Washington Cog Railway 16 Lincoln 112 302 DAY 3 25 16 Conway #8 Hobo Railroad Warren #9 Clark’s Trading Post 10 1125 #10 Cafe Lafayette Dinner Train 25 12,13 93 3 DAY 4 25 14 #11 Moultonborough Country Store Meredith Lebanon 16 3 #12 Mills Falls Marketplace 4 Laconia #13 Winnipesaukee Railroad 11 10 11 3 #14 M/S Mount Washington 11 Sunapee 4 12 #15 Merrimack Premium Outlets 89 Canterbury 103 10 16 9 9 9 Concord 4 202 4 16 202 3 9 Portsmouth 101 95 10 Manchester 12 293 1 15 Hampton Keene 101 9 10 101 93 12 3 Nashua 2 Rail and Sale Tour DAY 1 Day 1 Get started on this tour with shopping at the Settlers outlets. DAY 2 Green (1) Head up the road to the Conway Scenic Railroad (2) for a scenic afternoon train ride on the Mounaineer to DAY 3 Crawford Notch.
    [Show full text]