InnoTrans is the world’s largest rail exhibition attracting more than 75,000 attendees and 1,600 exhibitors from 90 countries.

The newly developed 16-cylinder PowerHaul engine serves as GE Transportation’s most technologically advanced locomotive engine to-date, the company said. The PowerHaul engine is designed to power GE’s new global diesel-electric PowerHaul Locomotive Series.

The new engine combined with other technologies from GE is projected to reduce PowerHaul Locomotive fuel use by up to 9 percent compared to current operating fleet averages.

The 3,700 GHP engine is European Stage IIIa compliant and Ecomagination certified. Ecomagination is a GE-wide commitment to developing technology designed to help customers satisfy environmental challenges, to maximize performance and reduce cost.

“The new PowerHaul engine significantly increases fuel efficiency while lowering emissions,” said Lorenzo Simonelli, President and CEO of GE Transportation. “PowerHaul Locomotives are designed for cost-effective long-haul operating range, high tractive effort and haulageability, long-term emissions compliance and reduced life-cycle cost.”

GE Transportation’s PowerHaul Locomotive is based on the company’s global Evolution Series locomotive platform introduced in 2005. With more than 2,800 units in use today, the Evolution Series locomotive is one of GE Transportation’s best-selling products worldwide.

The 4,400 GHP engine delivers 5 percent higher fuel efficiency and a 40% reduction in emissions over previous locomotive engines, the company said. GE’s locomotive reduces fuel consumption by about 300,000 gallons, or more than 1,1 million liters, over the life of the locomotive.

GE Transportation already applied Evolution Series technology to serve its global base of rail customers. On Sept. 1, 2008, GE Transportation delivered the first of 300, 6,000 GHP China Mainline locomotives to the Ministry of Railways P.R. China. Kazakhstan Temir Zholy (KTZ), Kazakhstan’s state-owned national railway company, ordered 310 Evolution-based locomotives in 2006.

In addition, Rio Tinto Iron Ore received forty 4,400 GHP heavy haul Evolution Series locomotives to support its mining operations in Australia’s Pilbara region in 2008.

The PowerHaul engine represents GE Transportation’s first entry to the UK and European market place. UK-based Freightliner Group Ltd placed an order for 30 PowerHaul Locomotives in November 2007. The purchase represented the largest order of freight locomotives in Freightliner’s history. GE’s first PowerHaul PH37ACmi Locomotives are scheduled for delivery in Q4/2009.

InnoTrans is held from Sept. 19–26, 2008, at Messe Berlin. GE Transportation’s stand is located in Hall 5.2. For more information visit www.innotrans.com.

– Special to Railfanning News Wire

Title VII prohibits employment discrimination on the basis of race, color, sex, national origin and religion.

The complaint alleges that WMATA failed to reasonably accommodate and provide equal employment opportunities to employees and prospective employees whose religious practices conflict with WMATA’s uniform policy. WMATA’s practice is to deny all requests for religious accommodations to its uniform policy, regardless of whether reasonable accommodations are available that would resolve the conflict without imposing an undue hardship on WMATA.

The complaint also alleges that WMATA discriminated against Gloria Jones, an applicant for a bus operator position with WMATA and a member of the Apostolic Pentecostal faith, by failing to accommodate Ms. Jones’ religious practices and by refusing to hire her when her religious practices prevented her from complying with a portion of WMATA’s uniform policy for bus operators.

“Employees should not have to sacrifice their religious practices for their livelihoods,” said Grace Chung Becker, Acting Assistant Attorney General for the Civil Rights Division. “While public employers have the authority to require uniforms, they cannot refuse to accommodate an employee’s religious practice when reasonable accommodation is possible.”

The complaint, filed in the U.S. District Court for the District of Columbia, seeks an order requiring WMATA to reasonably accommodate and provide equal employment opportunities for persons whose religious practices require an accommodation to the uniform policy.

The suit also seeks monetary damages and other relief for victims of religious discrimination by WMATA.

– PRNewswire-USNewswire

The Rail Safety Improvement Act of 2008 and the Passenger Rail Investment and Improvement Act of 2008 will increase funding for Amtrak over the next five years, require new safety controls on trains that help reduce crashes, allow states to regulate solid waste processing facilities along rail lines and allocate funding for improvements to Washington’s Metro transit system.

The legislation sets “an aggressive deadline” of 2015 for implementation of positive train control (PTC) across most of the rail network, Edward R. Hamberger, President and CEO of the Association of American Railroads said in a statement. Hamberger promised that “the freight railroad industry is committed to doing everything it can to ensure that PTC is implemented effectively and safely,” but admitted it would be a challenge.

“Nothing is more important to the railroad industry than the safety of our employees and the communities we serve,” Hamberger added. “Although 2007 was the industry’s safest year in history, we recognize that there is always room for improvement. Provisions of the new safety legislation will help facilitate even more improvements in safety.”

The rail legislation includes the Amtrak reauthorization bill which was developed from similar bills passed by the Senate last year (70-22) and passed by the House earlier this year (311-94). The bill:

– Authorizes $13.06 billion over five years for passenger rail— more than $2.6 billion annually for Amtrak, intercity passenger rail, and high speed rail programs, which is almost double what the U.S. is currently spending

– Requires reforms at Amtrak, including a new Board of Directors, improved accounting and financial planning, and new standards for service reliability and on-time performance.

– Requires a collaborative plan for bringing the Northeast Corridor to a state-of-good-repair by 2018

– Authorizes the Surface Transportation Board to fine freight railroads for delaying Amtrak trains.

– Requires Amtrak stations to comply with disability accessibility standards and authorize funding for such improvements.

The legislation also includes the Railroad safety improvement bill which was developed from similar bills passed unanimously by the Senate and by the House (377-38). The bill:

– Mandates positive train control (PTC) technology on passenger and certain hazmat rail main lines by 2015 and authorize $250 million in Federal grants for PTC installation.

– Guarantees a 12-hour work period and minimum 10-hour disruption-free rest period for train crews and signal employees.

– Limit the amount of time a rail worker may be in “limbo time.”

– Requires a Federal study and regulation on use of cell phones and other device distractions in locomotive cabs.

– Requires risk-based safety programs for all major railroads to prevent deaths and injuries.

– Creates a National Transportation Safety Board office to assist families of passengers following rail disasters.

Also, the Washington Metropolitan Area Transit Authority (WMATA) reauthorization bill, included in this bloated piece of legislation, authorizes $1.5 billion over 10 years for rehabilitation and improvements to Washington D.C.’s rail transit system.

“We are grateful to our entire Congressional delegation and others in Congress who understand the importance of protecting the substantial investment the federal government and the National Capital region have made in the Metro system,” said Metro General Manager John Catoe following passage of the bill. “Metro is an asset designed to serve the federal workforce and the National Capital Region.

“A safe, secure, and reliable Metro system is also a critical component for ensuring the continuity of federal operations during an emergency,” Catoe added.

Also included is the Clean Railroads Act of 2008 which allows states to clean up solid waste processing facilities on rail sites, which have avoided regulation through a loophole in Federal law and applies state standards for air pollution, water pollution and fire safety to transfer facilities handling and storing solid waste in open dumps.

“Today is a transformative and historic moment in our Nation’s transportation system, because we passed legislation improving intercity passenger rail service and enhancing a transportation solution that is affordable, accessible, and environmentally sustainable,” said Rep. James L. Oberstar, D-Minn. “… This legislation greatly increases safety standards for the rail industry, which is good news for rail workers and the general public.”

The bill now goes to the Senate.

Total volume was estimated at 32.8 billion ton-miles, down 6.8 percent from the comparable week last year.

Carload freight in the week totaled 312,662 cars, off 7.8 percent from last year. Volume was down 10.4 percent in the West and 4.3 percent in the East.

Intermodal volume, which is not included in the carload data, totaled 234,286 trailers or containers, down 6.2 percent from a year ago. Trailer volume was off 6.6 percent while container traffic was down 6.1 percent.

Eighteen of 21 carload commodity groups were down from a year ago. Chemical loadings were down 21.7 percent while grain was off 22.6 percent and lumber and wood products fell by 25.0 percent. Coal volume was up 2.2 percent from a year ago while metallic ores rose 16.6 percent.

Cumulative volume for the first 38 weeks of 2008 totaled 12,347,838 carloads, down 0.1 percent from 2007; 8,500,351 trailers or containers, down 3.1 percent; and total volume of an estimated 1.28 trillion ton-miles, up 1.0 percent from last year.

On Canadian railroads, during the week ended September 20 carload traffic totaled 71,794 cars, down 13.9 percent from last year while intermodal volume totaled 51,805 trailers or containers, up 2.1 percent from last year.

Cumulative originations for the first 38 weeks of 2008 on the Canadian railroads totaled 2,816,737 carloads, down 4.3 percent from last year, and 1,830,242 trailers and containers, an increase of 4.1 percent from last year.

Combined cumulative volume for the first 38 weeks of 2008 on U.S. and Canadian railroads totaled 15,164,575 carloads, down 0.9 percent from last year, and 10,330,593 trailers and containers, a 1.9 percent decrease from last year.

The AAR also reported that carload freight on the Mexican railroad Kansas City Southern de Mexico (KCSM) during the week ended September 20 totaled 7,927 cars, down 28.2 percent from last year. KCSM reported intermodal volume of 5,592 trailers or containers, up 8.0 percent from the 38th week of 2007.

For the first 38 weeks of 2008, KCSM reported cumulative volume of 391,399 cars, down 5.0 percent from last year, and 186,187 trailers or containers, up 8.5 percent.

Railroads reporting to AAR account for 89 percent of U.S. carload freight and 98 percent of rail intermodal volume. When the U.S. operations of Canadian railroads are included, the figures increase to 96 percent and 100 percent. The Canadian railroads reporting to the AAR account for 91 percent of Canadian rail traffic. Railroads provide more than 40 percent of U.S. intercity freight transportation, more than any other mode, and rail traffic figures are regarded as an important economic indicator.

– Special to Railfanning.org News Wire

Based in Park Ridge, Ill., Standard Car Truck has annual sales of about $225 million and manufactures engineered components for locomotives and freight cars. Wabtec expects the transaction to be completed in the fourth quarter and to be accretive in the first year. The transaction is subject to customary closing conditions and antitrust clearance under the Hart Scott Rodino Act.

Wabtec plans to finance the transaction with proceeds from a new, $500 million credit facility and has already received a commitment from a group of banks. Co-Lead Arrangers on the new credit facility, which includes a revolver and a term loan, are PNC Capital Markets LLC, JP Morgan Securities Inc and RBS Greenwich Capital.

Founded in 1896, Standard Car Truck is the worldwide leader in stabilization systems for freight cars, including engineered truck (undercarriage) components such as springs, friction wedges and wear plates. Its Barber brand truck design is used throughout the world and holds a leading share of the North American market.

The company also manufactures and services locomotive components, including compressors and pumps. Standard Car Truck has about 550 employees; nine manufacturing facilities in Illinois, Ohio and Pennsylvania; and offices in Malaysia for low-cost sourcing from other manufacturers, and in Scotland for research and product development.

“Standard Car Truck has a world-class portfolio of products and will be a strong strategic fit for Wabtec,” said Albert J. Neupaver, Wabtec’s president and chief executive officer. “The company will enable us to provide freight car customers with a broader, value-added package of truck components and assemblies. With our combined knowledge of in-train braking forces and design capabilities, we will be uniquely qualified to advance stabilization technology for the industry. In addition, we see opportunities to build on Standard Car Truck’s existing aftermarket and international presence.”

– PRNewswire-FirstCall

They include the following:

– 1,812 tons of 136# New Rail for Caltrain, which will be used for future capital improvements on the 145-year-old railroad. Caltrain is owned and operated by the Peninsula Corridor Joint Powers Board. Caltrain runs from San Francisco to San Jose, with commuter-hour service to Gilroy. Delivery of the CWR is to begin in the late third quarter of 2008.

– 1,813 tons of 136# New Rail for the Southern California Regional Rail Authority’s Metrolink Project in Los Angeles, CA to be used for future southern California transit expansions. Delivery of the CWR will be completed during the fourth quarter of 2008.

Commenting on these awards, Sam Fisher, Sr. Vice President, Rail Products said, “We continue to see public transit projects such as these move ahead in the West and we are aggressively pursuing them. And on awards such as these for CWR, we partner with key outside service companies to provide our customers with ready to install rail.”

Per Dennis Bachtel, West Coast Regional Sales Manager, “We were successful with both of these awards because of our intimate knowledge of the market and each agency. In addition, since we provide a turnkey supply solution — from material sourcing, to shipping, to unloading — that gives us a competitive advantage in the industry.”

L.B. Foster Company is a leading manufacturer, fabricator and distributor of products for rail, construction, utility and energy industries. Through Rail Products it serves customers in the transit, freight and industrial rail markets.

– PRNewswire-FirstCall

Both this year’s week and the comparison week from last year included the Labor Day holiday.

Total volume was estimated 32.0 billion ton-miles, down 3.3 percent from the comparable week last year.

Carload freight in the week totaled 306,340 cars, off 3.5 percent from last year. Volume was down 1.7 percent in the West and 6.1 percent in the East.

Intermodal volume, which is not included in the carload data, totaled 200,876 trailers or containers, down 3.4 percent from a year ago. Trailer volume was off 2.8 percent while container traffic was down 3.5 percent.

Cumulative volume for the first 36 weeks of 2008 totaled 11,705,340 carloads, up 0.2 percent from 2007; 8,029,188 trailers or containers, down 2.9 percent; and total volume of an estimated 1.2 trillion ton-miles, up 1.3 percent from last year.

On Canadian railroads, during the week ended September 6 carload traffic totaled 71,730 cars, down 2.9 percent from last year while intermodal volume totaled 46,987 trailers or containers, up 4.4 percent from last year.

Cumulative originations for the first 36 weeks of 2008 on the Canadian railroads totaled 2,668,399 carloads, down 4.0 percent from last year, and 1,725,431 trailers and containers, an increase of 4.1 percent from last year.

Combined cumulative volume for the first 36 weeks of 2008 on U.S. and Canadian railroads totaled 14,373,739 carloads, down 0.6 percent from last year, and 9,754,619 trailers and containers, a 1.7 percent decrease from last year.

The AAR also reported that carload freight on the Mexican railroad Kansas City Southern de Mexico (KCSM) during the week ended September 6 totaled 9,837 cars, down 12.9 percent from last year. KCSM reported intermodal volume of 5,766 trailers or containers, up 12.1 percent from the 36th week of 2007.

For the first 36 weeks of 2008, KCSM reported cumulative volume of 374,408 cars, down 4.1 percent from last year, and 175,194 trailers or containers, up 8.4 percent.

Railroads reporting to AAR account for 89 percent of U.S. carload freight and 98 percent of rail intermodal volume. When the U.S. operations of Canadian railroads are included, the figures increase to 96 percent and 100 percent. The Canadian railroads reporting to the AAR account for 91 percent of Canadian rail traffic. Railroads provide more than 40 percent of U.S. intercity freight transportation, more than any other mode, and rail traffic figures are regarded as an important economic indicator.

AAR is the world’s leading railroad policy, research and technology organization focusing on the safety and productivity of rail carriers.

Formed in 1977, the North Georgia Live Steamers is a club composed of individuals interested in promoting the live steam hobby and assisting others interested in the construction of scale steam engines, diesel locomotives and railroad equipment. The group previously constructed and conducted “open run” weekends where the public was invited to ride on the 7.5 inch gauge, 1.5 inch scale railroad at their former location at the Southeastern Rail and Transportation Museum in Duluth, Georgia.

In its new location, the North Georgia Live Steamers (NGLS) plan to relocate their track and model trains to property at the Georgia International Horse Park along the Yellow River.

“We are extremely enthusiastic about working with the City of Conyers, the Horse Park, the public and local organizations in getting our miniature railroad up and running in Conyers,” said Norm Wizner, board member of the North Georgia Live Steamers. “The location is ideal and we feel that we’ll bring something unique to the community.”

The NGLS is signing a long-term lease agreement with the City of Conyers to lay approximately 7,000 feet of track including railroad trestles, steaming bays, and a yard facility in phase one of the project. Future phases include track extensions, public picnic area, a public station with restrooms and a model train museum. The NGLS is a non-profit organization and on weekends where the trains will operate and transport passengers for free, donations will be accepted. Phase one will begin this fall with a projected opening in the spring of 2009.

“The North Georgia Live Steamers is a natural fit for Conyers, a community that was born alongside the railroad tracks in Olde Town Conyers,” said Mayor Randy Mills. “We couldn’t be more thrilled to add this attraction to our recreational offerings at the Horse Park and tie in the importance of the railroad to our community’s heritage.”

The North Georgia Live Steamers will provide a preview of their operations by having several engines and cars on display and free rides for the public at the upcoming Big Haynes Creek Wildlife Festival at the Georgia International Horse Park on Saturday, August 23 and Sunday, August 24 from 10 a.m.-5 p.m. Admission to the festival is $5.00 per person and parking is free.

For more information on the North Georgia Live Steamers, visit www.northgeorgialivesteamers.org and for more information on the Big Haynes Creek Wildlife Festival, visit www.bighaynescreekwildlifefestival.com.

In a resolution passed August 13 by the group’s executive committee, the Council warned that congressional proposals to reregulate the railroads “may significantly reduce income and in turn reduce the ability (of railroads) to raise capital needed for future infrastructure expansion.”

The northeastern region of the U.S. “will require significant railroad corridor development through railroad company/state government partnerships to accommodate future goods and passenger movement,” according to the resolution.

The resolution notes that expanding the capacity of the freight rail network “would yield impressive public benefits by relieving worsening congestion, reducing highway costs, providing a critical intermodal link to international trade and improving air quality and fuel efficiency.”

But, the resolution said, capacity expansion “will require even higher levels of capital investment to accommodate future freight train traffic and the expansion of commuter and intercity passenger trains.” It then urges Congress to “reject efforts to alter the current regulatory system which would discourage investment in the rail infrastructure.”

The resolution also urges Congress “to consider legislative initiatives such as an investment tax credit program that will encourage new private capital investment of a national significance to expand the national railroad network capacity.”

Association of American Railroads President and CEO Edward R. Hamberger praised the group’s action. “The Council understands the importance of expanding freight rail capacity and gaining the public benefits that would bring. They also understand that reregulation would dry up the very capital needed for that expansion, putting more burden on already-congested highways and forcing taxpayers to pay out even more money for highway expansion.”

The resolution was introduced by Assemblyman John Wisniewski of New Jersey and motioned for passage by Senator Roger Madigan of Pennsylvania.

– Special to Railfanning.org News Wire

“Nothing is more important than the safety of our employees and the communities through which we operate,” said Edward R. Hamberger, president and CEO of the Association of American Railroads (AAR) during a hearing at the Surface Transportation Board (STB) on the railroad industry’s common carrier obligation as it relates to hazardous materials. “It’s only reasonable that those who make extremely hazardous materials demonstrate that they also have the same public safety commitment.”

The railroad industry, Hamberger emphasized, is not seeking to eliminate its common carrier obligation with respect to TIH at this time. “Rail is the safest and most secure mode of transporting TIH, many of which play an important role in the national economy. However, if there is a public interest need for the railroads to be compelled to carry TIH materials, there is a corresponding public interest imperative for the industry to do what is necessary to best ensure the public’s safety.”

Hamberger said freight railroads are doing their part to ensure that highly hazardous chemicals are delivered safely, but asked the STB to recognize that given the unique risks involved in transporting these dangerous chemicals, that shippers share those risks with the railroads and share the effort to find ways to eliminate those risks entirely.

AAR testified before the STB that freight railroads remain willing to assume the risks that are normally associated with railroad transport of any commodity. For the Class I railroads, the AAR suggested that amount would be at least $500 million. However, AAR said the STB should find it reasonable for shippers of highly toxic materials to share the risk, and indemnify the railroads beyond that level, due to the unique risks associated with those commodities.

“Railroads spend billions of dollars every year to ensure the safety of our rail network,” Hamberger noted, including what is necessary for the transport of TIH materials, which account for 100,000 carloads out of 32 million, or just three-tenths of one percent of total rail volume. “We train thousands of local emergency responders and have implemented special operating procedures on trains carrying TIH. It’s only right that those who make and ship these dangerous chemicals both share in the risks we face to transport their hazardous materials and have the same incentive to eliminate those risks.”

Hamberger pointed out that the only way to completely eliminate the risks inherent in moving highly toxic chemicals by rail is to replace those hazardous materials with safer chemicals and technologies. He urged shippers to devote more resources toward developing safer substitutes to replace TIH materials.

The AAR’s suggestion was supported by Paul Orum, who authored Toxic Trains and the Terrorist Threat for the Center for American Progress. “Requiring those who manufacture and ship TIH materials by rail to cover liability insurance commensurate with the hazard would add an important incentive to use and develop feasible alternatives,” Orum said. “The safest way to make safer communities is to get unnecessary toxic cargoes off the rail tracks.”

Orum also noted that in 2007 only 24 drinking water and 13 wastewater facilities in the U.S. still receive chlorine by rail, and since 2001, at least six drinking water and 19 wastewater facilities in the U.S. have switched to using a less hazardous disinfectant, thus eliminating the need to receive chlorine gas by rail.