Search

470 and 573, the train backed through a nearby junction before heading up the scenic Mountain Division, soon to be abandoned in favor of a longer Maine Central/Boston & Maine/Delaware & Hudson routing. Features ON JUNE 1, 2022, CSX purchased Pan Am Railways - that's purchased, not merged with - formerly Guilford, Springfield Terminal, née Boston & Maine, née Maine Central, a combination that early on also included the Delaware & Hudson. For me, it recalled another event some 40 years earlier, when Mellon's Guilford Transportation Industries purchased Maine Central, followed by his purchase of the Boston & Maine, then consolidated the two under a single management. [Extracted from the article]

The article discusses the adoption of the reciprocal switching rule by the Surface Transportation Board (STB), highlighting its mixed feedback and implications for freight railroads. Topics discussed include the rule's provisions for service metrics, opposition from the National Industrial Transportation League (NITL), and industry experts' perspectives on its impact and challenges.

Features In the mid-1980s, Conrail's old Erie Railroad route fascinated me because it was steeped in history, laced with contradictions, and carried a sense of mystery about it. ERIE EXPLORATIONS In 1986, I entered the photography program at the Rochester Institute of Technology, and this put Conrail's former Erie main line within reach. By the late 1970s, Conrail had diverted most of the traffic to former PC routes, leaving the once-busy Erie main line across New York's Southern Tier largely vacant. TRAINS AND TRAFFIC My initial glimpse of Conrail's Southern Tier Line - the former Erie main line - occurred just as the line's brief 1980s renaissance was underway. [Extracted from the article]

The author shares his perspectives about the impact of new barbarians on the railroad industry in North America. Topics discussed include railroads' practice of consolidating via mergers and acquisitions to avoid bankruptcy, hedge funds and leveraged buyout firms' targeting of the railroad sector citing the conflict between hedge fund The Children's Fund (TCI) and CSX Transportation, and the view that railroads can compete more for truck freight by offering better service at lower prices.

Metra sought dispatching control over two lines shared with CPKC as a condition of the merger, but the STB did not grant that request. In every issue OPPONENTS OF THE MERGER of Canadian Pacific and Kansas City Southern are seeking in court what they did not receive from the Surface Transportation Board. [Extracted from the article]

The article announces the retirement of STB Chairman Martin J. Oberman, highlighting his tenure overseeing railroad disputes and mergers, with Robert Primus designated as his replacement.

Besides releasing its decision, STB chairman Martin Oberman announced it in a press conference - the first-ever by the normally little-noticed STB - that has sole authority from Congress to approve, disapprove and regulate rail mergers. End-to-end was central The fact that the merger was "end-to-end" - that is, the two railroads had no overlapping routes - was a "central fact" of the merger approval, said Oberman. [Extracted from the article]

Informs that since the railroad industry was deregulated, the number of first-class railroads have gone from 40 to 10 and that railroad mergers have been working well. Union Pacific's Chairman Drew Lewis determined not to lose his prospective partner, the strategic but financially weak Southern Pacific; The need for Lewis to be persuasive; The benefits of consolidation. INSET: Wire me a ton, by CP.

Reports on the results from the merger of the Union Pacific Railroad and the Southern Pacific Railroad. Examples of how the merged train lines have created major problems; History of both train lines; Statistics; What is causing train backups in Texas; Reasons why train workers abandon their trains on the tracks; Impact of these problems on the plastics industry of Texas; Efforts of the Surface Transportation Board (STB) and the National Industrial Transportation League.

For nearly a year and a half, a government group commissioned by the Council of Economic Advisers and the National Commission on Productivity studied ways to improve the U.S. railway system. This article, written by the chairman and the executive director of that task force, summarizes the recommendations of its 340-page report. In order to improve capital utilization and profitability, the rails must give faster, more regular, and more dependable service, which would enable them to develop new markets and recapture old ones lost to other means of transport, particularly trucks. The authors strongly advocate a series of end-to-end mergers, creating four to seven ‘continental’ lines, with two or more competing in the main traffic corridors, as a first step toward improving service and productivity. Otherwise, the most likely alternative to the major reform and restructuring suggested by the authors is nationalization. [ABSTRACT FROM AUTHOR]

The article focuses on the railroad acquisitions in the U.S. western states. It states that the merge of Missouri Pacific Railroad and Southern Railway is viewed to control the large amount of traffic. It says the four railroads saw to be the basis of acquisitions such as Topeka & Santa Fe, and Burlington Northern. However, St. Louis-San Francisco president Richard C. Grayson cites that mergers may lead to a rule that only the Transportation Secretary will decide which railroads will be merged.

The article reports on the pursuit of Union Pacific Corp. (UP), owner of Union Pacific Railroad, to merge the Union Pacific with the Missouri Pacific and the Western Pacific railroads. The plan of UP has triggered merger activity among other railroads in an attempt to prevent UP from winning dominance in rail transportation. UP has also declared its intention to spend on the development of the Overthrust Belt and the Rocky Mountain as a source of coal, uranium and trona. UP monitors its operating companies to ensure that its strategic plans are on track.

The article focuses on the effort of John Schmidt, chairman of Santa Fe Southern Pacific Corp., to merge the company's railroad subsidiaries in California. He reasoned that the merger would create a huge amount of savings, but the Interstate Commerce Commission has denied approval of the merger on grounds that it would create monopoly. Meanwhile, the commission gave Schmidt plausible hope of reopening the case if he came up with a new proposal that will address issues on public interest.

The author cautions the U.S. federal government against encouraging railroad mergers without addressing the underlying problems of the industry. He notes that both the Interstate Commerce Commission and the Department of Transportation favored mergers as one way of strengthening the railroad industry. An overview of the problems facing the industry is provided including a decline in its share of the intercity freight business at the end of World War II.

The article deals with the decision of railroad companies in the U.S. to agree on large-scale mergers recommended by the Interstate Commerce Commission in 1960, which is designed to mitigate the financial losses in the industry. The merger is led by the acquisition of assets of Pennsylvania by Saunders from Norfolk & Western (N&W). Despite the support of the ICC to mergers, the industry faces problems relating to loss of traffic, debt and competition.

The article looks at railroad industry in the U.S. in the context of the economic recession in the country as of February 15, 1958. The author discusses industry profits, labor costs, and railroad freight traffic and rates. Special attention is paid to Interstate Commerce Commission (ICC)'s rate-making policies. Railroad companies including New York Central, Santa Fe and Boston & Maine are also discussed and federal taxes on railroads are reviewed.

The article describes various maps that illustrate the grouping of main carriers in the U.S. based on the Interstate Commerce Commision's Railroad Consolidation Final Plan. According to the author, the U.S. is composed of four railroad empires, the West, the South, New England, Trunk Line Territory, which can be taken as the geographical bases of consolidation. The author adds that the railroad industry will take care the needs of the industries, trade centers, and individual traffic of each of the empires. The author also explains the existing cities, industries and railroads in each empire that will help determine the nature of future railroad consolidations.

The article discusses developments in Interstate Commerce Commission's Railroad Consolidation Final Plan in the U.S. According to the author, the reasons for the consolidation include systems of equal strength and well-balanced enterprises, economic impact, competition, strengthening of existing routes and channels of trade, local interests and minority stockholders and the short lines of transportation. The author adds that the key aspect of the Final Plan is the Commission's handling of the trunk line situation. The author also mentions that the main economic significance of the Final Plan is the tendency to break up the east-and-west trend of rail combinations and diverting the trade routes from the Atlantic ports to the Gulf of Mexico.

Explains that the decontrol of railroads after the World War and the discussion leading up to the Transportation Act of 1920 brought a new kind of interest in consolidation in the United States. Creation of larger units for the use of cars, locomotives, shops, yards, terminals, administrative forces, and routes to bring about economies of operation; Absence of unanimous Interstate Commerce Commission opinion that the consolidation would be in the public interest.

The article offers information on how the mergers of other railroads into the Rocky Mountains of the U.S. will affect on Denver, Colorado and Rio Grande Western (D and RGW) merged railroad's future. It mentions that RGW has appealed in the U.S. Interstate Commerce Commission (ICC) to stop the mergers of other railroads. It informs that in 1966, D and RGW has earned 12.8 million dollars on gross revenues of 90.3 million dollars. It reveals that RGW became a high speed bridge railroad in the U.S.

The article focuses on the hearing of International Commerce Commission (ICC) on the merging of Union Pacific Railroad Co. (UP) and Chicago, Rock Island & Pacific Railway Co. UP lost its argument when ICC ruled against the merger of Northern line. It mentions that UP needs to prove its contention that improved service of combined UP-Rock Island would benefit Chicago, Illinois, St Louis, Missouri, and the West Coast. Moreover, ICC Paul C. Albus says the case has more issues and contradictions.

The article features Colonel Henry Crown, who pyramided Material Service Corp. into a business empire through his boldness and started the merger talks between Chicago Rock Island and Southern Pacific Railroad (RR) and Southern Pacific RR Co. It says that Crown made his money in front of the public, but remained unknown as he accomplished his control over private wealth and companies with no broadsides of publicity. It discusses the achievements of Crown since his entry into the business field.

The article reports on the proposed merger of the Pennsylvania RR and the New York Central RR that will create a 5-billion U.S. dollar railroad company. Stockholders of both companies are expected to approve the merger that will create the Pennsylvania New York Central Transportation Co. Both companies see the proposed merger as a way to avoid the movement toward bankruptcy and possible U.S. government ownership.

The article discusses the planned merger among the railway companies belonging to the Great Northern Railway and Northern Pacific railroad systems. The merger will create a rail system that reaches from the Canadian border into Texas and from the Great Lakes to the Pacific. Among the companies included in the planned merger are Atchison, Topeka & Santa Fe, Southern Pacific, and the New York Central.

This article focuses on the focuses on the plans by Norfolk & Western Railway to merge with New York, Chicago & St. Louis Railroad Co. (Nickel Plate). The merger plans is expected to be approved by the U.S. Interstate Commerce Commission (ICC), making the deal different from all other railroad merger talks. It notes that one of the major factor that makes this merge talk better that others is the personality and cash Norfolk & Western President Stuart T. Saunders.

The article focuses on the possible merger of the Atlantic Coast Line RR and the Seaboard Air Line RR. The merger would create a system rivaling in size and importance the Southern Realty and will likely lead to the elimination of duplicating facilities. According to presidents Thomas Rice of the Coast Line and John W. Smith of the Seaboard, preliminary consideration suggests that tangible economies and efficiency may be achieved. A brief background on the competition between the two roads is presented.

The article discusses proposed regulations on U.S. railroad holding companies. The object of the proposed legislation is to protect and further public policy pertaining to interstate railroad consolidations and acquisitions. There is a large group of U.S. companies which are subsidiaries of railroad corporations. Holding companies are designed to hold the securities of other companies. In 1931 the U.S.' Interstate Commerce Commission made suggestions to regulate the accounts and issues of securities of railroad holding companies. U.S. legislation already gives the Commission a mandate to authorize railroad grouping of the continental U.S. into a limited number of systems.

The article discusses a proposal for the unification of railroad terminals in the U.S. The U.S.' Interstate Commerce Commission announced its plan for the consolidation of railroads in 1929. The Commission says there is a need for equal and free access to all terminal facilities by all carriers and traders. In its report the Commission acknowledged that careful allocation of terminal properties, greater efficiency, and reduction of unjust practices are necessary in any successful unification plan. Analysts speculate that the proposal will face tremendous criticisms from the terminal communities and the country at large.

The article discusses the 1931 U.S. railroad unification proposal. The plan calls for a four-party system to apportion lines in official classification of territories west of the Hudson River. Analysts speculate that it is not a consolidation but rather a project for unified control through leases, stock ownership, or the granting of trackage rights over other system lines. This plan comes in direct conflict with the U.S. Interstate Commerce Commission's proposal to consolidation of railroads. The Commission instituted the Transportation Act of 1920 to provide for the consolidation but has failed to produce an adequate plan.

The article discusses Great Britain's 1921 railway consolidation. The country's Railway Act enforced the consolidation of nearly all of the British railways into four groups. The Act was intended to instigate the abolition of competition in the British railway industry. Experts say the legislation caused just the opposite to occur. During the global Depression of 1929 smaller British lines were preserved as a result of the consolidation. The U.S. Interstate Commerce Commission is proposing a similar measure for the U.S. railways.

The article presents a discussion of the consolidation of railroads adapted from a thesis written for the course in Corporation Finance in the Graduate School of Business Administration, Harvard University, "An Analysis of the Justification for the Proposed Unification of the Great Northern and Northern Pacific Railways in the Light of the Purpose and Rulings of the Interstate Commerce Commission," by John H. Lewis III.

The article discusses the proposed unification of U.S. railway terminals in 1926. Some industry experts are calling for unified belt-line services which are independently operated. The unification proposals are designed to lessen the delays in transit, standardize terminal charges, and promote sound financing methods. Bills reflecting these proposals and seeking to amend the Transportation Act are before the U.S. House of Representatives and the Senate. Experts say such considerations would permit the U.S.' Interstate Commerce Commission to go ahead with its plan for railway consolidation, either complete or through stock ownership.

The article discusses the relation of the U.S. Transportation Act of 1920 on the Burlington, Great Northern, and Northern Pacific railroad groups. The Transportation Act allows for the consolidation of railroads under the Interstate Commerce Commission, despite antitrust laws. The author provides a history of the three railroads, and gives reasons as to whether they may or may not want to consolidate. He feels that the biggest test for the Act is whether the railroads will actually desire consolidation, since it is not required. The provisions under the law, and what it would mean for interstate commerce is included. Lastly, the writer discusses general aspects of large consolidations such as with the railroads.

The article discusses the U.S.Transportation Act of 1920 in relation to railroad consolidation. The Act proposes the merging of all U.S. railroads into a few large systems which will be managed by the country's Interstate Commerce Commission. Prior to the Act U.S. Federal courts forbade the prospect of railroad consolidations based on the provisions detailed in the Sherman anti-trust legislation. Critics of the Transportation Act fear that consolidation will eliminate all facets of competition within the industry. The maintenance of industrial competition is perceived as a means to secure satisfactory service and fair prices.

The article discusses aspects of the U.S. railroad consolidation plan in 1922. Provisions outlined in the 1920 Transportation Act called for the consolidation of all U.S. railroads into a few large systems of comparable financial strengths. Proposals include two potential plans for railroad consolidation in New England. One plan outlined by the U.S. Interstate Commerce Commission calls for the consolidation of the Massachusetts, Connecticut, and Maine lines, with access to the Pennsylvania coal fields. The other would incorporate the northern New England lines into the New York Central railroad system and the southern New England lines would be absorbed by the Baltimore & Ohio system.

The article covers industry issues in the U.S. and overseas as of June 1927. The Interstate Commerce Commission (ICC) rejected a merger plan by railroad executive L. F. Loree. A lower level of employment was recorded between January and April 1927 compared with the same period in any year since 1922. The purchase of high volume of gold bars by Bank of France from the Bank of England and the U.S. Federal Reserve renewed attention to its resources.

This section offers news briefs related to U.S. business as of May 13, 1922. Twenty-three officials and members of the United Mine Workers of America were placed on trial for treason in the Circuit Court of Charleston, West Virginia. The Interstate Commerce Commission has started consideration of the plan for consolidation of all major U.S. railroads into 19 great systems. The proposed Administration Tariff Bill is seen to lead to higher costs of living, reduced production, and unemployment.

It is Utopian to expect a satisfactory "solution" to the railroad crisis. Even if the, unions agree to the railroad commission recommendation, and eliminate thousands of firemen's jobs over a period of time, the railroad industry will go on from there to press for mergers which they cost another 100,000 jobs. In a word, the crisis has just begun. Railroad management, by a clever public-relations campaign based on the word "featherbedding," has outmaneuvered the union hierarchies, whose ineptness has made a bad situation worse.

Dave, now at his wits' end, phoned Bill's dad, an engineer in the same terminal. Lisa promptly phoned Dave, but only got his voice mail. Features EVERY RAILROAD MERGER has more than its fair share of takeover problems. [Extracted from the article]

Blog: briansolomon.com/trackingthelight/ Podcast: Trains.com Although CP Rail phased out the Delaware & Hudson identity in the 1990s, it paid homage to the D&H by repainting three former D&H GP38-2s into the classic 1960-era scheme. The Delaware & Hudson was among the most significant formative railroads in North America, and it has roots extending back 200 years. In the 19th century, D&H flourished from its transport of anthracite, and the company greatly expanded operations through the construction and purchase of conventional common-carrier steam railroads. [Extracted from the article]

The article discusses various business issues concerning mergers. Topics explored include the approval of the proposed merger between Canadian Pacific Railway Ltd. and Kansas City Southern by the U.S. Surface Transportation Board (STB), the opposition to the planned acquisition of Spirit Airlines Inc. by JetBlue Airways Corp., and the consolidation in the U.S. airline and railroad industries.