The National Corridors Initiative, Inc.

A Weekly North American Transportation Update

For transportation advocates and professionals, journalists,
and elected or appointed officials at all levels of government

Publisher: James P. RePass      E-Zine Editor: Molly McKay
Foreign Editor: David Beale      Webmaster: Dennis Kirkpatrick

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November 30, 2009
Vol. 10 No. 50

Copyright © 2009
NCI Inc., All Rights Reserved
Our 10th Year

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IN THIS EDITION...   In This Edition...

  News Items…
Massachusetts And CSX To Move Forward With South Coast Rail Plan
  Intermodal Lines…
Rail Advocates Press Opposition To Busway
  Political Lines…
New Report: Road Funding From Non-Road Users Doubled In 25 Years
The Case For A Merit-Based And Front-Loaded Infrastructure Bill
Highlights Of Reforms That Oberstar Is Fighting For
TIGER GRANTS: Transportation Investment Generating
   Economic Recovery
  Environmental Lines…
New CSX Locomotives To Cut Fuel Use, Emissions
  Station Lines…
Bandwagon For “Penn Station First” Initiative Grows Beyond
   New Jersey And New York
Correction: From David Peter Alan
Urban Pathways To Liveable Communities (Feb 2010)
  Selected Rail Stocks…
  Across The Pond…
Moscow – St. Petersburg “Nevsky Express” Passenger Train Derails
   – Dozens Dead
DB Schenker Receives New Electric Locomotives Equipped For
   Netherlands Operations
  Publication Notes …

NEWS OF THE WEEK... News Items...

Massachusetts And CSX To Move Forward With South Coast Rail Plan

Posted In Economy, Governance, United States

Agreement Submitted for Federal Review, Boost for Passenger and Freight Rail System.

BOSTON, NOVEMBER 25 -- The Patrick-Murray Administration today announced that the Commonwealth’s comprehensive multi-year rail transportation agreement with CSX Transportation (CSXT), the national freight carrier serving Massachusetts, has been submitted for federal review with the Surface Transportation Board.

Filing with the Surface Transportation Board represents another major milestone towards the first closing of the historic agreement expected in May 2010.

In addition, CSXT has reached initial agreement with the Massachusetts Coastal Railroad, Mass Coastal, to take over freight rail activities on the former CSXT South Coast Lines being purchased by the Commonwealth, an important step in the process of bringing passenger rail service to the South Coast and enhancing local freight rail service to the region.

Lieutenant Governor Tim Murray announced the CSXT agreement in September.  The Lieutenant Governor had been working on this agreement since he was Mayor of Worcester and led the negotiations on behalf of the administration with critical support from the Governor, Senator John Kerry and Congressman Jim McGovern.

The agreement reached in September overcame the final major hurdle, with CSXT agreeing to help defray the MBTA’s liability insurance cost and pay the deductible on the liability insurance policy if a collision occurs involving a freight train and CSXT is clearly at fault because of willful misconduct.

“We are making great progress on the agreement with CSXT that will result in better service for commuters,” said Lieutenant Governor Murray.  “I appreciate the hard work and dedication of the CSXT leadership team, Senator Kerry and Congressman McGovern that has gotten us to this point.  This agreement is good for commuters, businesses and the Massachusetts economy.”

“This is another big step forward. It’s been a long slog, but anyone who has ever been stuck in traffic on the Mass Pike or taken the commuter rail from Worcester to Boston will agree that it was worth every last minute on the phone, every hour in the conference room, and every discussion at the negotiating table so we can link the economies, businesses and homes of Worcester, New Bedford and Fall River with Boston,” said Senator John Kerry.

“This agreement is good news for Massachusetts commuters and taxpayers, and for our environment.  I commend Governor Patrick, Lieutenant Governor Murray, and Senator Kerry for their determined efforts on this important issue,” said Congressman Jim McGovern.

“We are pleased that we are making real progress, working with Lieutenant Governor Tim Murray and the entire Patrick-Murray administration,” said Michael Ward, CSX Chairman, President and CEO.  “Commonwealth residents, CSXT and its customers will benefit from this transaction, which will lead to additional commuter service and alleviate congestion on Massachusetts highways.”

The agreement with Mass Coastal calls for sale from CSXT to Mass Coastal of the freight easement rights when the MassDOT purchase of the South Coast Lines is finalized in May 2010.  An operating agreement between Mass Coastal and the MBTA will govern use of the lines for freight and passenger rail.

The freight agreement with Mass Coastal and purchase of the lines are important steps forward in the plan to reconstruct the lines to bring passenger rail service to the South Coast including Fall River and New Bedford, and provides the foundation for sustained freight rail service and economic development within this important region of the Commonwealth.

The main elements of the overall agreement with CSXT include:

In July, the Patrick-Murray Administration joined the New England Governors in announcing a coordinated regional vision for high-speed rail that will connect major cities and airports, and support economic growth throughout the region. The Vision for the New England High Speed and Intercity Rail Network lays out key projects to strengthen passenger and freight rail service along new and existing rail corridors. To learn more about New England’s rail vision visit:

For transportation news and updates visit the EOT blog at or follow EOT on twitter at

Article printed from Gov Monitor:

URL to article:

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INTERMODALLINES... Intermodal Lines...  

Rail Advocates Press Opposition To Busway

Hartford Courant and DF Staff

BRISTOL, CT NOVEMBER 27 -- For twelve years or more Connecticut transportation officials and some transit advocates have been pushing to get a dedicated busway, otherwise known as “bus rapid transit,” built between New Britain and Hartford. Studies and engineering plans have been done, costs estimated. Supporters insist that the state should make this project, which is estimated to cost about $570 million, a top priority. At the earliest, it might open at the end of 2013.

But in a recent story in the Hartford Courant, Don Stacom reports that advocates of restoring passenger rail service from Waterbury to Hartford are pushing for a study of the costs to rehabilitate the rail line, which is already there except for a stretch between Newington and New Britain that was abandoned. The busway which only goes a few miles from New Britain to Hartford would eat up any funds that could be available to restore the rail, they say.

“Lawmakers and business leaders from Bristol and surrounding towns argue that rebuilding the dilapidated freight rail line would benefit all of central Connecticut in ways that the New Britain-to-Hartford busway could not.” The rail-based alternative would mean rehabilitating the tracks from Waterbuty to New Britain, then restoring tracks on the abandoned right of way from New Britain to Newington, where they would merge with Amtrak’s main line into Hartford.

If the busway is built, that abandoned section of tracks would be paved over, eliminating the opportunity to restore the rail.

Advocates for the rail alternative point out that a much larger corridor and many more communities would be served by transit if the rail project wins out.

Busway supporters say that abandoning the project might kill the state’s chance of getting the money within the next year or so to build the busway. This project, they say, would ease highway congestion while simultaneously spurring development in downtown New Britain and other communities along the route.

However, the state must come up with another $64 million in the next few weeks -- $50 has already been set aside for the project.

Transportation Commissioner Joseph Marie is a strong supporter of the busway and has indicated that this project appears to be near the top of the list for funding from Washington next year. But some state senators don’t agree: Sen. Donald DeFronzo, a New Britain Democrat who is co-chairman of the transportation committee, said he’s heard nothing from Gov. M. Jodi Rell to indicate that the busway merits top consideration for the state’s limited pool of mass transit funds.

In the past, Governor Rell has expressed her support for the busway, but recently she announced that she will not be running for another term.

Rep. David McCluskey, D-West Hartford, is also skeptical. He compares this project to a busway of similar length in Cleveland, which cost far less than Connecticut’s estimate.

“How do I justify spending double the amount of money and have almost a third fewer stations [than the Cleveland system]?” McCluskey asked.

DeFronzo said he wants the DOT to study costs for rehabilitating the rail line.

“That would ease some of the tension that exists between the communities,” DeFronzo said.

State Rep. Frank Nicastro, D-Bristol, told Marie he, too, wants the study done.

“The last thing I want is to have sister cities butting heads,” Nicastro said. “But [the busway] is roughly $60 million a mile. Are we getting our best bang for the buck? The rail line is something we have, it’s there already.”

Michael Nicastro, chief of the Greater Bristol Chamber of Commerce, is trying to line up support for the rail alternative.

“I think everyone needs to step back and re-look at where we are,” he said last week. “Connecticut will need to come up with another $70 million [for the busway] by my estimation. Not a very likely scenario.”

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POLITICALLINES... Political Lines...  

New Report: Road Funding From Non-Road Users Doubled In 25 Years

Streetsblog Capitol Hill

WASHINGTON, DC NOVEMBER 24 – Savvy transportation reform advocates are well aware that the dictum put forth by the highway lobby “roads par for themselves” is a myth. But just how much of the nation’s highway funding is provided by charging drivers?

The answer may surprise even active critics of the current asphalt-centric transportation system. Between 1982 and 2007, the amount of federal highway revenue derived from non-users of the highway system has doubled, according to a study released today by Subsidyscope.**

[**Subsidyscope, launched by The Pew Charitable Trusts and the Sunlight Foundation aims to raise public awareness about the role of federal subsidies in the economy.]

Analyzing Federal Highway Administration data dating back to 1957, the dawn of the Interstate system, Subsidyscope researchers found that non-users of the highway system contributed $70 billion for nationwide road construction and maintenance in 2007. In 1982, by contrast, highway contributions from non-users totaled just $35 billion (in 2007 dollars).

Today’s study also found that the share of road funding generated by user fees fell to 51 percent in 2007, down from 61 percent just a decade earlier. In this accounting, the study found that about one-sixth of federal gas tax revenue was used to pay for transit.

What has caused the government’s increasingly rapid dependence on non-road user fees -- which more often than not take the form of direct transfers from the Treasury -- to pay for roads?

Subsidyscope points out that the federal gas tax has stayed stagnant since 1993, rapidly losing value as inflation climbs, but the growing popularity of bond issuances as a way to pay for new roads is also a factor. According to Subsidyscope’s research, the value of new bonds issued to pay for highways reached $24.7 billion in 2007, up from just $6 billion in new bonds issued in 1982 (converted to 2007 dollars).

Bond offerings, which often represent states and localities playing a greater role in transportation planning, do not guarantee that users will be paying for new highway construction -- rather, bonds depend on market conditions to allow a successful leveraging of debt, and the recent economic downturn has forced many governments to limit their bonding plans.

URL to article:

URLs with this article:

[1] Subsidyscope:
[2] The myth:
[3] has forced:

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The Case For A Merit-Based And Front-Loaded Infrastructure Bill

From DC Streetsblog.Org By Elana Schor And DF Staff

NOVEMBER 25 -- A job-creation bill that aims to front-load infrastructure spending between 2010 and 2012 is wending its way around Congress even as federal lawmakers pause for a holiday break. It appears that House transportation committee chairman Jim Oberstar (D-MN) plans to introduce a two-year front-loaded bill next month and follow up with a four-year transportation bill -- including the broad policy reforms ** he once hoped to pass in 2009.

** Highlights Of Reforms That
Oberstar Is Fighting For:

• The $450 billion price tag, which represents a 57 percent increase over the $286.5 billion bill approved in 2005, includes $87 billion in highway trust fund money for transit and $12 billion in transit cash from the Treasury’s general fund. The 2005 bill gave transit less than $44 billion in highway trust fund money and $9 billion from the general fund.

• Highway funding would be consolidated into four funding categories, as would transit -- effectively eliminating 75 funding categories from the current system.

• Oberstar’s bill would establish the National Infrastructure Bank proposed by Rep. Rosa DeLauro (D-CT) and other senior lawmakers, making the bank part of a broader metropolitan access program that would support urban areas in achieving “improved transit operations, congestion pricing, and expanded highway and transit capacity.”

The reforms are necessary in order to avoid the existing federal transportation formulas that tend to favor roads over transit and that don’t include a “fix-it-first” mandate to prioritize repairs.

A framework already exists for the merit-based selection of infrastructure projects: the TIGER grants **, which offered $1.5 billion in stimulus money to transport plans that would create the most jobs and deliver the biggest livability benefits, whether they dealt with transit, ports, bridges, or roads.

The TIGER grants, which the U.S. DOT sees as a first step towards more accountable transportation funding, attracted a clamor of interest -- $57 billion in applications were filed for the $1.5 billion pot, including a bid to jump-start New York’s long-planned Moynihan Station.

Given that Obama administration officials already have their TIGER evaluation process in place and are almost certain to turn down bids from otherwise worthy projects, Congress could easily expand the grant program as part of any front-loaded infrastructure stimulus.


TIGER GRANTS: Transportation Investment Generating Economic Recovery

The objectives of the American Recovery and Reinvestment Act of 2009 (the “Recovery Act”) include preserving and creating jobs and promoting economic recovery, investing in transportation infrastructure that will provide long-term economic benefits, and assisting those most affected by the current economic downturn.  Title XII of the Recovery Act appropriates $1.5 billion, available through September 30, 2011, for Supplementary Discretionary Grants for a National Surface Transportation System.  These grants are to be awarded on a competitive basis for capital investments in surface transportation projects that will have a significant impact on the Nation, a metropolitan area or a region.

The U.S. Department of Transportation (“DOT”) is calling these Supplementary Discretionary Grants for a National Transportation System “TIGER Discretionary Grants” (Transportation Investment Generating Economic Recovery).

Prioritizing employment and sustainability in the selection of transportation projects, rather than the same old funding formulas, would be a potent down payment on future federal reforms.

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ENVIRONMENTAL LINES... Environmental Lines...  

New CSX Locomotives To Cut Fuel Use, Emissions

Avon’s Application For Grant Helps Put High-Tech Engines On Duty In Big Four Yards

By Bruce C. Smith - Indianapolis Star

AVON, INDIANA, NOVEMBER 26 -- “The old story goes that railroaders gave the crossroads community of Avon its name many years ago, and now town officials say they’ve returned the favor.” How? By applying for and obtaining a generous grant for environmental improvements.

The town applied for a federal grant on behalf of CSX Transportation that paid 80 percent of the cost of two new, high-tech and environmentally friendly locomotives, which will move trains around the CSX Big Four Yards in Avon.

“At a time that the state is struggling with air quality issues, this is a chance for Avon and CSX to toot our whistle in the efforts to reduce (air pollution) emissions,” said Town Council President Greg Zusan.

The federal funds will pay for about $1.4 million for each locomotive.

With their new Cummins diesel engines, the 13-ton locomotives will use about half of the fuel and emit 80 percent fewer air pollutants than older train equipment.

The partnership between town and railroad fostered by this grant has come at an auspicious time. Construction on a new highway bridge over the railroad yards is due to begin soon and could cause a mess and inconvenience for the railroad company.

New CSX Genset Locomotive

Photo: CSX Corp.

From an earlier story on Genset technology, a new CSX Genset locomotive sits at the ready to be pressed into service. Locomotives similar to this unit will serve the Avon Yard.

The 5-mile-long CSX rail yard in Hendricks County is one of the biggest employers in Hendricks County, with about 450 employees in Avon.

The locomotives will no longer sit and idle for hours, so the GenSet locomotives will be quieter for nearby homes and businesses, according to CSX and Avon officials.

The new locomotives will be workhorses in Avon, pulling 100 or more cars at a time, at low speed and over short distances. They can’t exceed the 10-mph speed limit in the Avon yard, which handles about 2,000 train cars a day to reassemble trains crisscrossing the country.

The GenSet locomotives are the first in Indiana. They reuse the base of old train engines that have been refurbished and re-engineered to run with highly efficient and computer-controlled Cummins diesel engines made in Seymour.

In each locomotive, an old 2,100-horsepower diesel engine has been replaced by three 700-horsepower, supercharged Cummins engines. Besides enhanced mufflers, air cleaners and other state-of-the-art technology, the key to the ultra-low emissions locomotives is that only enough power is turned on at a time to pull the load. If one or two of the Cummins engines will do the job, then the third remains off.

If the locomotive is unused for a few minutes, the engines go into a sleep mode and turn off. Unlike older diesels, the engines in the new locomotives are easy to start so they don’t have to idle to stay ready to run.

“These locomotives create 80 percent fewer emissions than a typical rail-yard locomotive and use about 50 percent less fuel,” said Tony Ingram, executive vice president and chief operating officer for Florida-based CSX.

The locomotives, built by Illinois-based National Railroad Equipment Co., are a second-generation version of the ultra-low emissions yard engines introduced two years ago to meet stringent air pollution requirements in California, said NRE Vice President James M. Wurtz Jr.

NRE and other train equipment manufacturers are working on versions of ultra-low-emission diesel locomotives that can pull high-speed passenger trains.

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STATION LINES... Station Lines...  

Bandwagon For “Penn Station First” Initiative
Grows Beyond New Jersey And New York

Rail Advocates Like Alternative To New Jersey Transit Tunnel Plan, But Shift Their Political Focus To Trenton

By David Peter Alan

The “Penn Station First” plan started as a campaign by rail advocates in the New York and New Jersey area, and has gained popularity in other regions of the nation. It was initiated as an alternative to New Jersey Transit’s current proposal to build a deep-cavern terminal under Manhattan for the trains on many of NJT’s rail lines.

The plan favored by the advocates includes bringing any new trans-Hudson rail tunnels into the existing Penn Station, where trains would connect with Amtrak, the Long Island Rail Road and other NJT lines. The plan’s proponents oppose NJT’s proposal for a “deep-cavern” stub-end terminal, which they say should not be built. In addition, the advocates call for eventual construction of a track connection to the East Side of Midtown Manhattan and regional through-running. Under their plan, trains would run through Manhattan, serving both East and West Sides, similar to the way SEPTA trains originate and terminate at outlying terminals and travel through Center City Philadelphia.

The National Association of Railroad Passengers (NARP) endorsed this plan and presented it to Federal Transit Administrator Peter M. Rogoff in a letter signed by NARP Chair George Chilson and President Ross Capon. Eighteen other organizations endorsed the NARP letter, including three of national scope: National Corridors Initiative (represented by NCI President and D:F Publisher James P. Repass), the Rail Users’ Network and the Association for Public Transportation.

In addition to five organizations in the local area, statewide rail passenger organizations from Ohio, Florida, Louisiana, Michigan, Rhode Island and Virginia endorsed the plan, as did the Chicago-based Midwest High-Speed Rail Association and Train Riders Northeast, based in Maine. They were joined by statewide Sierra club chapters in Connecticut (represented by D:F editor Molly McKay) and New Jersey.

Passenger rail advocates argue that the Federal government should push for improvements in regional and national rail service, as part of its authority over interstate and foreign commerce under the Commerce Clause of the United States Constitution. They claim that the FTA’s acceptance of NJT’s “go-it-alone” deep-cavern terminal plan would discourage development of the sort of rail service beyond the immediate New York area that the Northeast Region, and the nation as a whole, need.

Amtrak trains originating from Penn Station travel to destinations in twenty-three states, two Canadian provinces and Washington, D.C. Accordingly, the advocacy community was disappointed when Rogoff replied that the FTA would not disturb the “locally preferred alternative” designation of the current NJT proposal.

Meanwhile, the focus of the advocates’ initiative is shifting to Trenton. Governor-elect Chris Christie, a Republican, takes office at the beginning of next year, having defeated Democrat Jon Corzine in his bid for re-election. Christie campaigned heavily on the issue of the State’s troubled finances, and stressed the need for spending cuts. Many Trenton-watchers believe that the voters ousted Corzine for not solving the state’s financial problems, despite his career as a professional financier. Democrats will still control both houses of the legislature.

Albert L. Papp, who spearheads the NARP initiative, urged the incoming administration to reconsider the cost-effectiveness of the NJT proposal and its deep-cavern terminal. “The new governor will have the authority to right-size this project by adding capacity to the existing Penn Station that both NJT and Amtrak can use. This would provide better service for both Amtrak and NJT riders, while saving billions of dollars by not building a dead-end, deep-cavern terminal. It’s not often that changing a project will improve service and save money, too, but this is just such an opportunity for the Christie Administration.” Papp called for an independent review of all NJT contracts for the project, and said that Christie should also use his influence at the Port Authority (of New York and New Jersey) to secure their support for taking new tunnels to the existing Penn Station and the other elements of the Penn Station First plan.

James T. Raleigh, who heads the Lackawanna Coalition’s political committee, is not convinced that rail advocates should put all their eggs in the Trenton basket. Raleigh called for increased cooperation between New Jersey and New York to improve rail service. “Money is scarce in both New Jersey and New York. Both states need to spend their money carefully, so we all have the best rail service” he said. Raleigh criticized NJT’s current plan, as well as the Metropolitan Transportation Authority’s plan for a separate “deep-cavern” terminal for East Side Access for the Long Island Rail Road. He added: “We need cooperation on a region-wide basis to control costs and build infrastructure that serves future rail riders on NJT, Amtrak, Metro-North and the LIRR, especially in light of the renewed interest in the Moynihan Station Project.” The proposed Moynihan Station would be located across Eighth Avenue from the existing Penn Station and would serve as a central connecting point for all rail lines that would use it. Raleigh also urged advocates to continue to work with their Congressional delegations in Washington, in addition to any efforts directed toward Trenton.

Regional Rail Working Group Chair George Haikalis continues to extol the efficiency of through-running operations. “New Jersey and New York can’t afford to build the stub-end terminals that NJT and the MTA want to build. Building new capacity to Penn Station and through to the Grand Central area, with station enhancements to improve passenger flow, is something our states can afford. This kind of infrastructure will also allow the sort of efficient through-running that riders use every day in cities like London and Berlin.”

The recent election in New Jersey shows that voters want change, at least at the executive level. New York voters may make a similar statement next November. It is too early to tell how recent political changes will affect transit service, but the region’s rail advocates are taking proactive measures. They also enjoy the support of their colleagues in places beyond the Northeast region. There may be a new chapter of the “ARC” story beginning next year, and the advocates want to be on hand to help write it.

David Peter Alan is Chair of the Lackawanna Coalition and endorsed the NARP letter to Rogoff as the representative of that organization. He has written extensively in this column and elsewhere on the New Jersey Transit “ARC” Project.

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ERATTA... Eratta...  

From David Peter Alan

CORRECTION: I have been informed that there should be a correction to the article I wrote two weeks ago about week-end service to Montclair.  There are no ticket vending machines (TVMs) at stations served by the week-end trains on the Montclair Branch.  The nearest machines are at Montclair State Station, beyond the range of week-end service.  Therefore, the crews must handle cash fares at the four stations that have the new service.

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EVENTS... Events...

Urban Pathways To
Liveable Communities

Building Partnerships For
Healthy Neighborhoods

Feb. 25 & 26, 2010
New Orleans, LA

Click Here For
More Information

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STOCKS...  Selected Rail Stocks...


Burlington Northern & Santa Fe(BNI)98.2698.10
Canadian National (CNI)52.5153.90
Canadian Pacific (CP)48.8549.27
CSX (CSX)47.5348.62
Genessee & Wyoming (GWR)31.0132.18
Kansas City Southern (KSU)28.3628.37
Norfolk Southern (NSC)51.1951.40
Providence & Worcester (PWX)10.8511.35
Union Pacific (UNP)63.1965.05

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ACROSSTHEPOND... Across The Pond...  

By David Beale
NCI Foreign Editor

Moscow – St. Petersburg “Nevsky Express”
Passenger Train Derails – Dozens Dead

Was It A Terror Attack? Russian Police Publicize Description Of Bomb Suspect.

via RIA Novosti

Russian Train Wreck

Photo: N24 News  

Investigators search the derailed passenger cars of the Nevsky Express on 28th November.
One of the main suspects in an attack on a Moscow-St. Petersburg train that killed at least 26 people was described by the Interior Minister on Saturday as “over 40, stocky and ginger-haired.”

The Nevsky Express was about half-way to St. Petersburg from Moscow on Friday night (27th November) when it derailed at a speed of almost 200 km/h (125 mph) with nearly 600 passengers on board.

Russia’s federal security chief earlier said that an explosive device equivalent to 7 kg of TNT caused Friday evening’s deadly derailment. Traces of explosives have been found at the scene and prosecutors have opened a criminal case on charges of terrorism.

“There is information to suggest that several people were involved,” Interior Minister Rashid Nurgaliyev told journalists. He said that a person who supplied information on the suspects was being sought.

The announcement came after Russian Railways chief Vladimir Yakunin said that a second, weaker bomb had exploded on Saturday at 2:00 p.m. (11:00 GMT) at the site of the attack, but that it had not caused any injuries.

Russia’s health minister said that the death toll from the attack remained unchanged. 18 people are still missing almost 24 hours after the train went off the rails near the town of Bologoye in the Tver Region, approximately halfway between the capital and St. Petersburg. 96 people were injured.

Russian President Dmitry Medvedev has instructed the Interior Ministry to “keep the situation under control,” adding that the “situation is tense as it is.”

A similar derailment, also caused by a blast, occurred on the same route in August 2007, injuring 60 people.

The blast has raised fears of a resurgence in terrorist attacks in the Russian capital and other major cities. Russia was hit hard by terrorism in the 1990s and the early years of this decade, but there had not been a major incident outside the volatile North Caucasus region since 2004.

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DB Schenker Receives
New Electric Locomotives
Equipped For Netherlands Operations


New Equipment From Siemens Will Replace 30 Year-Old Soviet-Made
232 Series Diesels In Germany – Holland Freight Services

Via DB Schenker Press Release

MAINZ, GERMANY/UTRECHT,HOLLAND – When the new international timetable goes into effect in mid-December 2009, DB Schenker Rail will put an additional 32 modern, eco friendly electric locomotives built by Siemens into operation for freight transportation between the Netherlands and Germany. DB Schenker Rail has had 26 comparable locomotives in operation for international transportation between the Netherlands and Germany for two years.

The 32 new locomotives will replace older diesel locomotives such as the USSR-produced ‘Ludmilla’ 232 series, says Edmund Schlummer, Central Region director and member of the management board of DB Schenker Rail. By introducing the new locomotives, we are helping make rail transportation more eco friendly.

With a performance of 6,400 kW(8500 hp) and a tractive effort on starting of 300 kN (67,400 lbs force), the 189 series traction units from DB Schenker are intended for heavy freight trains along international routes. The locomotives also feature the ATB (first generation) and ETCS (level 1 and 2) train protection systems commonly used in the Netherlands. The locomotives will be compatible with the 1500 volt DC overhead line voltage traditionally used in the Netherlands, 15 k VAC in Germany and Austria and with the Betuwe (Batavia) route’s 25 k VAC electrification.

DB Schenker Rail is the current name of Deutsch Bahn’s rail freight division, which has operated in the recent past with other trade names such as DB Cargo, Railion, and DB Stinnes Logistics. Schenker was a century-old trucking and freight forwarding company that has changed ownership several times over the decades and during both World Wars, including previous ownership by DBAG’s West German predecessor Deutsche Bundesbahn. It had become part of the Stinnes Logistics company by the l990s and then was folded into Deutsche Bahn in 2003 with the purchase of Stinnes by DBAG in 2003. It has rail freight operations in a number of European countries including France, Poland, Great Britain and Italy as well as BAX air freight in the USA and Canada, which Deutsche Bahn purchased from the BNSF railroad in 2006.


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Photo: Deutsche Bahn  

Multitalanted – The multi-system 189 Series can operate from up to four types of electrification and is equipped with positive train control and signaling systems for a number of EU countries. DB Railion (now DB Schenker) 189-028 pulls a freight train west in summer of 2005 through the Hannover suburb of Seelze along the Hannover – Minden main line, which passes within 700 meters of the home of NCI’s foreign editor David Beale.

END NOTES...  Publication Notes...

Copyright © 2009 National Corridors Initiative, Inc. as a compilation work and original content. Permission is granted to reproduce content provided acknowledgements to NCI are given. Return links to the NCI web site are encouraged and appreciated. Color Name Courtesy of Doug Alexander. Content reproduced by NCI remain the copyrights of the original publishers.

Web page links as reproduced in our articles are active at the time we go to press. Occasionally, news and information outlets may opt to archive these articles and notices under alternative web addresses after initial publication. NCI has no control over the policies of other web sites and regrets any inconvenience experienced when clicking off our web site.

We try to be accurate in the stories we write, but even seasoned pros err occasionally. If you read something you know to be amiss, or if you have a question about a topic, we’d like to hear from you. Please e-mail the editor at Please include your name, and the community and state from which you write. For technical issues contact D. Kirkpatrick, NCI’s webmaster at

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In an effort to expand the on-line experience at the National Corridors Initiative web site, we have added a page featuring links to other transportation initiative sites. We hope to provide links to those cities or states that are working on rail transportation initiatives – state DOTs, legislators, government offices, and transportation organizations or professionals – as well as some links for travelers, enthusiasts, and hobbyists. If you have a favorite link, please send the web address (URL) to our webmaster.

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