Iron Horse Enterprises announces ten excursions featuring ex-C&O 614, to be run in October and November.

To order tickets, call 908-236-2200 (Visa/Mastercard accepted), or write IHE; 1 Railroad Avenue; Lebanon, NJ 08833.

The first four trips will be on the Amtrak main line between Philadelphia (30th St) and Harrisburg.  These trips will run Sept 19-20 and 26-27. Tickets are available at $85 (coach) and $250 (First Class). Child coach tickets are $50.  Amtrak has agreed to provide 15 Amfleet coaches, 2 Amdinettes, and 2 baggage cars, which will be on the front of the train fitted with wooden slats for those who insist on hearing the sound and fury of the 614 and eating her cinders. It is expected that the train will be turned at Rockville.  At least one multiple runby will be executed (probably at Lancaster, but other locations are being scouted). The only condition placed on these trips is a favorable mechanical inspection of the engine, which should be accomplished within the next two weeks.

Amtrak is expected to provide specially discounted tickets for those traveling to Philadelphia to ride the four excursions. Details will be available when tickets are mailed out.

Six trips are planned from Hoboken to Port Jervis on Oct 10-11, 17-18 and 31-Nov 1.  The first four are definite, and the last two are conditional on receiving expected NJT approval.  Coach tickets will be $75 ($50 for children) and $250 for first class.

The 614 is expected to deadhead from Hoboken to Philadelphia and return over the NEC, subject to clearance tests.  These dates have not yet been confirmed, and revenue passengers will NOT be carried.

Amtrak is talking about running a Railfair at 30th St during the time that 614 will be there.

It is possible there will be additional trips, involving rare mileage, in November.  IHE is not ready to make public the proposed routing, pending successful negotiations, but the 614 is expected to spend the winter at
Steamtown. -John Harmon

READING & NORTHERN  NEWS

NEW LOOK, NEW NUMBER, NEW ASSIGNMENT

In yesterdays news, we brought you the exclusive report on the new Reading & Northern Corporate paint scheme.  We have learned today that in addition to the new paint, former CSMX SD38 12 will wear the R&N number 2000!  The unit is in various stages of lettering and will not be complete until next week.  The R&N 2000 will be quickly assigned to the Lehigh Division upon completion, where it will be joined by SD45-2's 6656 and 6660 (likely to become 3600 and 3601 or 3000 and 3001) upon completion of their paint jobs.  The trio of six-axles will be utilized exclusively on the Lehigh Division in the coming months. -Ed Heck

OPEN HOUSE ANNOUNCED

Reading & Northern has announced an Open House on July 11 and July 12 at the Port Clinton facilities.  The festivities will kick-off at 10:00 ET both days and conclude at 16:00 ET.  There will be several static displays of equipment, including units in the new paint scheme, T1 4-8-4 2102 (not under steam!), and other equipment.  Tours of the Corporate Center and Engine House will be given both days of the Open House.  There will be live entertainment and a model railroad display by the Reading Company Technical & Historical Society.  No railroad operations will be conducted during the Open House, but most equipment on hand will be displayed.

The borough of Port Clinton will be participating in the festivities and will see all local businesses open special hours throughout the weekend.  Food will be served within the borough but not on the grounds of the R&N.  As parking will quickly fill up at the Port Clinton site, alternative parking arrangements have been made with the Hamburg School District.  Parking will be available in the Hamburg School District lot and guests will be transported to the Port Clinton site via shuttle bus.

On Saturday July 11, there will be a night photo session.  This session will begin at dusk and continue throughout the night.

Reading & Northern invites everyone to come out and have a good time at their first ever Open House.-Reading & Northern

NORFOLK SOUTHERN UPDATE

STB ENVIRONMENTAL IMPACT CONCLUDED

The Surface Transportation Board's Section of Environmental Analysis (SEA) on May 22 released its Final Environmental Impact Statement (FEIS) concerning the proposed Conrail transaction.

The 3,000-page report notes that, on a systemwide basis, important environmental benefits should result from overall improvements in rail operating efficiency. These include reduced air pollution emissions, reduced energy consumption, reduced likelihood of rail accidents involving hazardous materials, and decreases in highway accidents due to reduced truck traffic on interstate highways.

On a regional and local level, the FEIS reports environmental benefits should result from reduced train traffic along certain rail lines and reduced activity at certain rail yards and intermodal facilities. These benefits could include reduced noise impacts and improvements in safety and traffic delay at rail/highway grade crossings.

The SEA recommended that the STB require NS and CSX to implement 65 comprehensive mitigation measures to address safety and other environmental impacts that it considers potentially adverse. Most of the SEA's recommended environmental mitigation measures address railroad operating safety issues. Also included are community impacts such as noise and highway/rail crossing safety.

The FEIS acknowledged that NS and CSX already have entered into a number of negotiated agreements with communities and organizations to address questions and concerns about the transaction.

In making its final decision on the Conrail transaction, the STB will consider the entire environmental record. This will include all public comments, the draft EIS, the FEIS and the SEA's final environmental mitigation recommendations.

The STB is scheduled to conduct an oral argument on June 3-4 and a formal voting conference on June 8, at which both the transportation merits and the environmental issues will be considered.

The STB plans to issue its final written decision on July 23, in which it will grant, deny or grant with conditions (including environmental conditions) the Conrail transaction.

The Next Step
Implementation Countdown
   5  days until STB hears oral arguments, June 3 and 4, 1998
 10  days until STB votes on application, June 8, 1998
 55  days until STB publishes its written decision, July 23, 1998
 85  days until the effective date of the STB decision and the Control Date, Aug. 22, 1998
 95  days until "Day 1," the hypothetical Closing Date for NS planning purposes, Sept. 1, 1998

Quotable
Implementation Update recently asked three former Conrail employees about their expectations and experiences in joining Norfolk Southern. Following are their responses:

"I didn't know what to expect when I came to NS. I felt comfortable having 20 years' railroad experience at Conrail. I had some anxiety about moving after all that time. After you've been in a place for 20 years, you know everyone. I had known a couple of NS people. But even so, there is still a discomfort that goes with relocating. It creates anxiety in your mind.

"I knew I would find NS people to be polite and pleasant. But I was taken aback at how friendly and helpful everyone has been. I hadn't been here a few days when I was able to say, 'What a railroad.' I feel at home now at NS." -- John Samuels, vice president Operations Planning & Budget

"I expected an organization that was very rigid and structured where people all wore the same suits and ties and didn't laugh or smile much. Everyone here does wear a suit, but they laugh and smile and have fun. NS is nowhere near as structured as the outside image. The public image of NS is that everyone does their own thing and just looks straight ahead. I've found that everyone here is very human. It's like a big family." -- Dan Mazur, assistant vice president Strategic Planning

"I was fortunate to have the opportunity to work with NS people last summer. Based on that exposure, I could tell NS was a place where people took pride in their organization and were willing to work hard to be successful at whatever they do.

"I did have some apprehension about leaving an environment where I'd spent 25 years building up a lot of strong networks and relationships. I was going into an environment where I had to start over. But within a matter of months at NS, I feel very comfortable in the organization and feel I am contributing to the team. What impresses me most is how people are able to come together when there is a real need. I'm amazed at how quickly NS people can come together from cross-functional areas to meet needs.

"After a few months, I feel my transition is complete. Going into it, I expected it to take a lot longer." -- Rick Davison, director Selection and Placement, Personnel

Conrail Heritage
In 1791, anthracite coal was discovered at Mauch Chuck (later renamed Jim Thorpe), Pa. At the time, the only means of transporting the coal was down the Lehigh River. A canal was constructed for this purpose and by the 1820s the Lehigh Coal & Navigation Co. had a near monopoly on mining and transportation in the area. To break that monopoly and improve transportation, the Delaware, Lehigh, Schuylkill & Susquehanna Railroad, a Conrail predecessor line, was incorporated in 1846. The railroad began constructing a line in 1851 from Mauch Chuck to Easton, Pa., where the Lehigh River flows into the Delaware. After renaming the railroad the Lehigh Valley Railroad, the line officially opened in September 1855.

Norfolk Southern Heritage
In the 1950s, the Southern Railway, a Norfolk Southern predecessor line, began holding annual staff meetings in Almond, N.C., for all officers. The NS Police department was asked to provide musical entertainment during the meetings with employees as the musicians. The band that formed was the "Almond Hillbillies."

Known today as the "Norfolk Southern Lawmen," the band proudly carries on the tradition of performing mountain, folk, bluegrass, railroading, gospel and country music. Headquartered in Asheville, N.C., the Lawmen consist of manager Stan West, and E.T. Jackson, Freddy James, Don Lewis, and Dale McCoy. Together, they perform more than 200 times a year at company functions throughout the NS system.

See and hear the Lawmen on Saturday, June 30, between 6:25 and 7:00 a.m., on Turner Broadcasting's SuperStation on a program called "Interact America". -Norfolk Southern
 

CONRAIL  NEWS

OCS TO RIDE AGAIN

On Sunday night, Conrail OCS-401 will depart Altoona on May 31 at 21:00 ET.  Train will be operating to Philadelphia via Amtrak with an early morning arrival.  On Monday June 1, OCS-101 will depart Philly at 10:00 ET and operate via Amtrak, arriving Harrisburg at 12:30 ET.  The train will be turned on the Capitol Wye at 13:00 ET and continue east to Reading-Franklin St.  The Reading arrival is marked for 14:10 ET and departure at 14:15 ET for Philadelphia-30th Street station.  The arrival at Philly is scheduled for 16:30 ET. On Tuesday June 2, OCS-102 will depart Philly at 09:00 ET with a "quick" run to Perryville, MD, arriving there at 09:55 ET.  Train will operate the Port Road Secondary and Royalton Branch, passing Shocks at 11:25 ET.  An 11:55 ET arrival in Harrisburg will be followed by a reverse move at the Rockville Wye to turn the train.  OCS-102 will continue past CP-Harris at 12:30 ET, Phoenix at 14:40 ET and arrive Philly at 16:00 ET.  A 17:00 ET departure will see OCS-102 depart westbound via Amtrak, with a 19:30 ET scheduled arrival in Harrisburg for fuel.  The train will continue to Toledo, OH.

We will be posting the full schedules tomorrow in the normal ERN format. -Kevin Burkholder, Rob Palmer

SYRACUSE "ONTRACK"

As part of the new Syracuse NY "Intermodal" passenger terminal project, Conrail has been busily installing a new Control Point at MP 290.4, presumably CP 290.  Included are 2 full signal bridges of the tubular highway type - this area of the main is still 3-4 tracks.   The signals on the east end all have 3 targets.   On a humorous note: it's the same area where a number of years ago the hulk of an old NYC coach was rolled off it's trucks and buried in the embankment north of the mains, to stop an erosion problem.

According to the Syracuse Herald-Journal, $400,000 in state funding is in place to build a spur and platform allowing OnTrack to connect from the new Regional Transportation Center to the P&C (baseball) staduim.  This may be done by improving an existing spur known as the Market Lead which runs within 100 feet of the main entrance to the stadium; there are references both to a new spur and to rail improvements.  With the funding in place the work will continue on schedule, allowing planners to concentrate on the gap in Conrail's #7 track through CP 291.  Reconstruction calls for widening the embankment and adding a second bridge over a road, not a simple project due to the high water table and construction of the existing right of way.   I have been told the reason the existing bridge and about 100 feet of the right-of-way only carry two tracks is a major derailment in the late 50's destroyed the tracks, bridge and even JG tower, and with NYC losing money already and only needing two tracks, that's all that was rebuilt.

OnTrack service is planned to begin in 1999.  The station itself is nearly ready to open to bus and vehicle traffic; some effort is underway to get the current Greyhound Terminal and one-time NYC passenger station turned over to a local consortium for restoration and community use, including the CNY NRHS.  Amtrak's plans for the "AmShack" in East Syracuse are unknown, but since some maintenance is done here (including storing trains) and Syracuse is a crew change point for Amtrak, they should use the facility in some form for the forseeable future. Some have suggested it even possible there would be two "Syracuse" stops??-Bill K
 
SD70 / 70MAC UPDATE

Conrail SD70's 2557-2561 are now in various stages of construction at Altoona, PA.  4142 and 4143 have left Altoona, on ATPI-9 during the night. The pair should be assigned out of Conway tonight.  The 4131 and 4133 are also tromping on new territory today, the Harrisburg Line between Philly and Reading, PA. The only remaining SD70MAC 4144 should be completed and released in the next ten to twelve days.

The SD70MAC's are working as follows:
 

DEADHEAD MOVE  Today, the CPR passenger special will finish the week long string of moves over D&H rails.  The train will deadhead to Montreal today, ending the employee celebrations and the Norfolk Southern inspection trips. Motive power continues to be the Guilded Rat SD40-2 5647 and D&H GP38-2 7303.

OCS-702 (on Conrail) passes CP-Titus south of Reading, PA on May 22. Photo by Rob Palmer. Scanning by High Green Productions.

The MLW fleet continues to dwindle down.  Yesterday, M636 (CAT-powered) 4711 was sidelined after its inspection certificate expired.  The unit had been at St. Luc, PQ for several days with traction motor problems.  With the 4711 now down, only ten active MLW's are working for CPR.  RS18u's 1822, 1828, 1837, 1838, and 1839 are the last of their class, while C424's 4204, 4210, 4216, 4230, and 4237 represent the end of the C424 class.

Three of the RS18u's continued in road service yesterday while the other two worked various local assignments.  A trio of C424's were also relegated to local service at three separate locations.  4230 has been holding down local duties at London, Ontario.  4204 and 4237 were continuing in road service.

Any problem that these units experience is essentially the fatal blow.  No repairs or work will be put into these remaining units.  They have only survived this long due to a motive power shortage on CPR.  Again, these units will not last past July, as all of their inspection certificates expire over the next month and a half.-Kevin Burkholder

TERMS SET FOR GUILFORD

Surface Transportation Board (Board) Chairman Linda J. Morgan announced today that the Board has set the terms and conditions for the National Railroad Passenger Corporation's (Amtrak's) use of certain rail facilities owned by the Guilford Rail System.  The Board's decision clears the way for Amtrak to determine how to use nearly $40 million in public funds that have been set aside for rehabilitating the Guilford line between Plaistow, NH and Portland, ME so that passenger rail service can be reestablished between Boston, MA and Portland.

Freight railroads must permit Amtrak to operate over their lines.  The law requires that Amtrak pay freight railroads the "incremental costs" that they incur through Amtrak's use of their facilities (that is, the costs that the railroads would not incur if Amtrak were not using their facilities); if the parties cannot agree on how much Amtrak should pay, or on other terms and conditions of access, Amtrak may bring the matter to the Board for resolution.  In this case, the parties agreed as to some of the cost and access issues, but not as to several others.  Amtrak thus filed an application with the Board to set terms and conditions.

One of the major issues brought to the Board involved insurance.  The Board rejected Guilford's request that Amtrak be forced to buy insurance rather than itself indemnify Guilford for losses, finding no merit to Guilford's claim that Amtrak is too dependent on the Congressional appropriations process, and that its survival is too uncertain.  Thus, the Board gave Amtrak the option, prior to instituting service, of either buying insurance, or itself agreeing to indemnify Guilford from any liability that Guilford could incur as a result of Amtrak operations.  The Board rejected Guilford's request that Amtrak also should be required to buy insurance to protect Guilford from liability incurred as a result of Guilford's own negligence or misconduct.
 
Another issue involved how much Amtrak should pay Guilford for maintaining its track. Noting that the new track, with all of the improvements contemplated, would require no more maintenance than the line currently requires even with the additional Amtrak traffic, the Board found that the payments prescribed in an earlier proceeding involving Amtrak's use of Conrail tracks should be prescribed here, and that, after the parties gain some experience with the new operations, they can return to the Board if adjustments are needed.

The Board also addressed questions involving the costs of rehabilitating various facilities. The Board included $2 million in its rehabilitation costs for several bridges, rejecting Guilford's claim that over $20 million would be needed.  The Board also found that a 2-mile bypass would be adequate to ensure that Amtrak trains will not unduly disrupt freight operations at Guilford's Rigby yard in South Portland, rejecting Guilford's claim that a longer bypass would be needed and thus that Amtrak would need to pay more to obtain access to the line. -Surface Transportation Board

VIEWLINERS CELEBRATE BIRTHDAY

Amtrak Viewliner sleeping cars, which have set a new standard for first-class overnight rail travel, have
something to celebrate: a second birthday.  Eye-opening occupancy rates and customer surveys demonstrate they are a huge success and are another example of Amtrak investing capital money wisely.

Introduced in 1996, the Viewliners went into service on the Silver Palm, Silver Star and Silver Meteor (New York-Miami), the Crescent (New York-New Orleans), and the Lake Shore Limited (New York/Boston-Chicago).  As the cars grow in popularity, Amtrak added the Viewliners to its new East Coast train, the Twilight Shoreliner (Boston-Newport News, Va.), in 1997.

Since the Viewliner introduction, ridership on the Silver Service (Silver Palm, Silver Star and Silver Meteor) trains reached nearly 712,000 passengers in Amtrak Fiscal Year 1997 (Oct. 1996-Sept. 1997), up by nearly 2 percent over the previous fiscal year.  For the first half of the current Amtrak fiscal year (Oct. 1997-March 1998), Silver Service ridership is up by more than 6 percent.

A Viewliner sleeping car is included in a display of Amtrak equipment this weekend (May 30-31) at Tampa Union Station, which is being rededicated after a nearly $3 million renovation.  A number of Amtrak cars used in Silver Service trains will be on display both this Saturday and Sunday afternoons (12 noon - 6:00 p.m.), along with Superliner cars featured on Amtrak's Orlando-Los Angeles Sunset Limited and the Sanford, Fla.-Lorton, Va., Auto Train.

The Viewliners prove if you give customers what they want, they will book reservations.  The Viewliners had an occupancy rate of nearly 80 percent last year, which compares favorably with the 1996 average 65 percent domestic hotel occupancy rate reported by the American Hotel & Motel Association.  For example, Viewliner deluxe bedrooms on the Silver Meteor had a 93 percent occupancy rate and Viewliner standard bedrooms on the Silver Meteor had an occupancy rate of 84 percent.

First Class customers aboard the Viewliners featured on Silver Service trains receive complimentary coffee and juices, a toiletry kit, chocolate chip cookies and are treated to nighttime mints and bed turn-downs by an attendant.

Amtrak developed the Viewliner prototype in the early 1980s based on a long "wish list" of desired features identified by customers and Amtrak crews. Amtrak ordered 50 Viewliners in 1993.

Viewliner bedrooms are equipped with microprocessor-controlled systems that feature such hightech amenities as:
 

• In-room video monitors for movies, audio entertainment systems
• Two rows of windows for more daylight and dreamy moonlight
• Individual climate control
• Three lighting levels
• Modular construction to reduce noise and vibration

Some Viewliner facts at a glance:
 

• Length:        85 feet, 4 inches
• Height:        13 feet, 11 inches
• Weight:        78 tons
• Capacity:     30 passengers in 15 rooms

Viewliners were the first new single-level sleeping cars introduced in North America in 40 years and represent the best of traditional rail car design and the latest technology for comfort, safety, and ease of maintenance. Combining the charm of rail service with today's technology, Viewliners enhance overnight transportation so passengers can work, enjoy the scenery, and relax on the go. -Amtrak

RAILTEX   SYSTEM

INDIANA & OHIO RAILROAD
Two of the I&O assigned GP38's that had gone to the Cape Breton & Central Nova Scotia are being returned.  CN (GTW) train 255 had GP38 3800 and 3801 dead-in-tow enroute to Chicago, IL last night.  The power was originally sent to CB&CNS in anticipation of additional line acquisitions in the Maritimes.  When the deal fell through, CB&CNS was left with a surplus of power.  The former Burlington Northern GP50's are holding down the road jobs on the CB&CNS, freeing up the GP38's for the I&O.

On Wednesday May 27, a 3-car special passenger train operating over the former DT&I, now Indiana & Ohio Railway (IORY), powered by I&O GP38 3802 was struck by an elderly woman at Dialton Road north of Springfield, OH.  The eldery woman was airlifted from the scene and the train continued two hours later.  GP38 3802 received cosmetic damage and passenger car Pine Tree State had the generator sheared off by the impact.  Private cars Caritas and Cimarron River were not damaged in the mishap. The train continued to Jeffersonville, where it terminated. It was originally scheduled to continue east to 'Fayne', the end of existing DT&I trackage.

The special had operated over the Ann Arbor Railroad between Toledo and Diann, Michigan (interchange point with DT&I/I&O). The cars were scheduled to move to I&O's McCullough Yard in Norwood (Cincinnati) on Thursday via Springfield over Conrail's ex-NYC line.  -Erik Landrum, David Dawson