Ongoing fiscal distress continues to roil New York’s subway operations, but system expansion literally is on a full bore.
No longer the lone star even within the Lone Star State, DART still is leading the rail transit renaissance within Texas—and the United States—by example.
Amid the high-profile meeting of the G20 nations in Toronto during the weekend, High Speed Rail Canada said Monday it has reviewed all the Group of 8 (G8) and G20 countries and their high speed rail systems and plans, and found that Canada trails the pack in many respects.
“After reviewing the G8 countries high speed rail systems, it is a fact that Canada is only country that does not have a high speed rail system,” the group said in a release Monday. “After reviewing the G20 countries high speed rail systems, Canada is one of only four countries that does not have a high speed rail system. Further, Canada is the only G20 government that has not committed to building a high speed rail system in the last 10 years.”
Lamented Paul Langan, the group’s founder, “The federal Conservative government has no national policy or plan on passenger rail. The end result of this debacle is that Canada's passenger rail system is 30 years behind the rest of the modern world.”
The group’s complete analysis of the situation is available at http://highspeedrail.ca.
The $9 billion Access to the Region’s Core project is the most ambitious railway engineering and construction undertaking since the Pennsylvania Railroad tunneled under the waters of the Hudson River over a century ago.
In a triumph railroad and airline unions, the U.S. District Court of the District of Columbia on Friday turned down an airline industry appeal against new National Mediation Board rules on representation elections. The NMB ruling, announced in May, would reverse a 75-year-old practice by requiring only a majority of those voting—not a majority ifall qualified to vote—to decide a representation election.
The Air Transport Associations said it will “thoroughly study the decision to determine what, if any steps, ATA will take, including exercising our right to appeal the ruling.”
“With today’s court decision, tens of thousands of airline and rail workers are a step closer to pursuing the power of collective bargaining under fairer union election rules,” said Edward Wytkind, president of the Transportation Trades Department of the AFL-CIO. “The deck has been stacked against workers for too long with many union elections being invalidated by unfair rules that required super-majority participation—a standard found nowhere else in our democracy.”
California State Sen. Alan Lowenthal seeks to prevent potential conflicts of interest between the state’s proposed $44 billion high speed rail system, and various transit properties likely to serve it, by preventing officials from serving concurrently on both ends of the spectrum.
Lowenthal’s bill appears to be aimed specifically at two current members of the California High-Speed Rail Authority: Anaheim (Orange County) Mayor Curt Pringle and Richard Katz, who serves on Los Angeles County Metropolitan Transportation Authority (LACMTA).
Both Pringle and Katz dispute Lowenthal’s assertion, arguing that their service with multiple transportation agencies has improved cooperation and coordination between the HSR efforts and local governments.
“I appreciate the senator's concerns; he has raised lots of legitimate questions,” Katz said. “But he is taking a pretty big shotgun to something that is minor and can be easily resolved other ways.”
Said Lowenthal, “These members really represent local interests. And they're there to protect local interests rather than represent statewide interests.”
The Gerson Lehman Group says Kansas City Southern, a relatively small Class I, “has enjoyed the PE ratio of a high growth company” seemingly because of its merger potential with the major carriers, “but it is hard to guess which one would like to own it. UP and BNSF already operate in its territory and gain little by acquiring the switching duties of serving its customers. Moreover, the Eastern carriers are not a very good match operationally and also have limited traffic to gain compared to a lot of switching expense.
“Thanks to a solid recovery in the chemical sector and some impressive traffic gains in Mexico, KSC is on track to earning close se to its pre-recession numbers by as early as 2011; but the same can be said of the other railroads, which do not have any Mexican lines to bolster their earnings in 2010," said the management research company. "Like the other North American rail carriers, KSC has also improved its operating ratio during the last few years to the point, like them, that it will be able to earn pre-recession level profits with sub pre-recession traffic levels.
“KCS is a north-south railroad in a country where traffic flows are predominantly east-west. While it has a solid base of local customers, its traffic volume is tightly linked to the health of these companies and industries. With the exception of the jointly owned line that depends on Norfolk Southern traffic between Meridian, Miss., and Dallas, Texas, it has very limited prospects for growth in the intermodal sector.
“The highly touted Mexican connection to bring U.S. container traffic in through the West Coast port of Lazaro Cardenas is still a work in progress and KCS is unlikely to match the gains that the Canadian National Railroad has made with U.S. container traffic through the port of Prince Rupert, British Columbia.
“Most railroads are betting on intermodal traffic to carry them into the twenty-first century, and KCS is unfortunately positioned for this traffic.”