|
President's Message The passage of Labor Day reminds all of us that Winter is not far off. While there are yet weeks in which to continue the program of physical improvements to the property, attention must now turn to the needs of the operation under the harsh realities of cold, snow and ice. Even as the leaves turn color and the throngs of visitors fill the roads in their quest for natural beauty, we need to think in terms of tools and clothing which will equip us to deal with the worst weather, and the sand and salt which keep us safe as we deal with the very outdoors which is the railroad environment. Machinery which has been asleep or on other assignment must now be checked out for readiness. It is coming, and now is not too soon to be ready. Perhaps the most important tool which each of us can use is the mindset, or attitude, with which we approach the job. I am aware of the adjustment so often observed during and after that first snowfall as people must learn all over again how to safely drive on snow and ice. The same applies to some extent to the way we walk. Preparedness is the key to successfully dealing with any obstacle, and that is why the mindset is all important. We have already met, at the department head level, to review the steps we should take to prepare the railroad for Winter operation. We appreciate your efforts as you participate in getting ready, and urge you to reflect on how best to be ready in your own individual universe, lest there be any unhappy surprise when the bad weather comes. While looking ahead to Winter, we would also like to reflect on the activities which have improved the physical well-being of the railroad. We have improved the overhead clearances on the West End from Mechanicville, New York to Ayer, including the Hoosac Tunnel, to provide opportunity for the handling of double stack containers and tri-level automobile carriers from our Western connections. This capability already exists on the Ayer to Worcester route. Meanwhile, we replaced some six miles of welded rail on the West End (from North Chelmsford, Massachusetts to Schaghticoke, New York) which had worn enough to require speed restrictions. We are now concentrating on replacing crossties in this district in order to maintain track speed. On the other end of the railroad, in Maine, similar work is continuing on. Again, eliminating track defects which result in speed restrictions has been the primary focus. Tie replacement and track surfacing (laying additional ballast and then tamping to eliminate low spots) have been continuing from last year. We will replace more than three miles of worn jointed rail on Veazie Hill with welded relay rail; that work is just beginning as September closes. The largest project of 1999 will be the track rehabilitation required to operate the passenger train between Boston and Portland. An update on the work performed to date is provided elsewhere in the “XPRESS”. Needless to say, it has been a different experience to construct new tracks in addition to the large effort thus far in crosstie replacement and welded rail installation. Visible on-site signal installation hasn’t been extensive thus far, having been limited to foundations and underground cabling, but much work is being done in the construction shop in preparing the control wiring and various components. Additional work has been completed in order to maintain the speed of the freight trains. The Stony Brook line between North Chelmsford and Ayer and the Worcester main track have been given an infusion of new crossties and surfacing and welded rail has been installed on the upper end of latter line. Tie replacement and surfacing on the Hillsboro Branch has been in full swing since late Spring. There is movement among the Class I railroads to increase the rated capacity of the track structure in order to permit heavier payloads and improve the railroad’s competitive advantage. This increase, of 10%, to 286,000 lbs. gross weight on rail for a four axle car has necessitated a painstaking review of the track structure , with particular emphasis on bridge and culvert strength. This review is ongoing and a plan for necessary remedial action will result. On the equipment side, we have overhauled a group of locomotives, but this must be a continuing effort. High cube boxcars, for paper and paper products, and “center beam” flat cars used for hauling lumber have been acquired in sufficient number to protect our business demands. A significant investment has been made in acquiring track repair machines, and these are in full use at present. The needs for equipment must be continually evaluated, for equipment costs are high. Many other significant improvements have been made, such as the computerized dispatching system, the trackside hot box and dragging equipment detectors, car identification readers, to name a few, and these all contribute to our opportunity to operate efficiently as well as to seek additional business. We can talk at length about the “things” we have installed, and we indeed have much to be proud of, but we dare not look away from the best - and most important part - of the system that we call “our railroad”, and that part is you, the customer and the employee. We need what you have, and we need it in the safest possible environment. That is worth looking forward to! Tom Steiniger |
|
Please address any comments, suggestions, or questions to the Webmaster This page was last updated on Thursday, January 25, 2001 10:22:35 AM
|