Erie Lackawanna 2013 Calendar
Available through the Erie Lackawanna Historical Society
ference that despite weakness in the coal business, NS had registered a good first quarter — in fact, its “all-time best net in- come and second best ever revenue operating income. Net income rose ten per cent to $450 million compared with first-quarter 2012.
Dividing the Money Pie Congressman Jerold Nadler (D-N.Y.) — the committee’s ranking member — inserted into the conversation the issue of where fed- eral assistance to the privately owned rail- roads serves the public good on one hand, or the interest of the railroads’ bottom lines on the other hand. That issue — explored previ- ously in this column (see November 2012 is- sue) — prompted this response from Moor- man: “As we [the railroads] receive benefits [to us]” that portion is paid by the railroads. That portion that benefits the public are [paid in the public sector].
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The Class I carriers wrestled with the question of where the private sector bears the cost as distinct from the portion picked up by the taxpayers. It was researched by AAR at our request several months ago. The conclusion reported back to us was that while no precise measurement of demarca- tion is easily determined, the industry and government have made every good faith effort to define it and accordingly to draw that line. Ed Wytkind, the head of the AFL-CIO’s Transportation Trade Department, opined to the panel that rebuilding America’s aging transportation infrastructure would require the “robust role” of the government. More- over, he added, that would involve raising the gas tax. (“Yes, I’ve said it and I’ll say it five more times,” he added.)
Panama Canal Railroad Preparations Last month, we reported an assurance from AAR’s Ed Hamberger that the freight rail- roads will be prepared to handle the expect- ed increase in ocean traffic occasioned by the 2015 opening of the expanded Panama Canal that will enable east and west coast ports to deal with giant ships. Progressive Railroading explored in some detail the par- ticulars of the preparation. The main themes of the report are flexibility and coop- eration between the carriers involved at the U.S. end of the international traffic. Jeffrey Heller, an NS vice president, says his company has “launched a program to in- crease capacity through multiple corridors” to offer shippers as many options as possible on the NS network. “We really won’t dictate whether the box moves from the East Coast or West Coast.” CSX has taken a similar ap- proach, as have the Western carriers, he said. UP has beefed up its intermodal network re- gardless of where freight is coming from, ac- cording to spokesman Tom Lange. That will require not only seamless connec- tivity between Eastern and Western railroads (or “more synergy between the railroads and all the ports,” as Heller defines it) but an in- crease in “on-dock rail” so as to be “more com- petitive with short-haul truck markets.” Heller thinks once the expanded canal
opens, the growth in related traffic will ma- terialize over time. Change more often comes to full fruition at an incremental pace. “It’s not going to be this surge or tsuna- mi of freight that some people imagine will happen,” he believes. Wes Vernon is a Washington-based writer and veteran broadcast journalist.
www.carstensbookstore.com 18 MAY 2013 •
RAILFAN.COM
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