Railroads, the Free Enterprise Alternative

By Daniel L. Overbey | Go to book overview

resistance on the part of the railroad companies. As preceding chapters have shown, the technological barriers to joint use have been removed; only economic and legal barriers remain.


NOTES
1.
Daniel L. Overbey, "Trackage Rights: Advantages and Disadvantages," Transportation Research Forum, Proceedings--Sixteenth Annual Meeting ( Oxford, Indiana, 1975), pp. 339-347; Jerry A. Pinkepank, "When (and Where and Why) Railroads Share Track," Trains, Volume 39, Number 3 ( January 1979), pp. 20-29.
2.
Among the cases which illustrate the ICC's lack of legal authority to compel the granting of trackage rights are Alabama, Tennessee, and Northern ( 124 ICC 114), Oregon, California, and Eastern ( 124 ICC 529), and Western Pacific ( 162 ICC 5).
3.
"Possibility of a Profitable D&H Line Held Out in Study Made for FRA," Traffic World, Number 11, Volume 182, Whole Number 3817 ( July 16, 1980), pp. 25-27; K. R. Zimmerman, "Big Little D&H," Trains, Volume 37, Number 2 ( December 1976), p. 12.
4.
"Runthrough Trains: The Proof Is in the Bottom Line," Railway Age, Volume 175, Number 4 ( February 25, 1974), pp. 28-29.
5.
"FRA Publishes Proposed Track Standards," Railway Age, Volume 170, Number 12 ( June 28, 1971), p. 12; "FRA Revises Track Standards," Railway Age, Volume 173, Number 5 ( September 11, 1972), p. 20.
6.
"FRA Proposes Equipment Inspection Standards," Railway Age, Volume 173, Number 6 ( September 25, 1972), p. 40.
7.
"FRA Will Draft Operating Rules," Railway Age, Volume 175, Number 21 ( November 11, 1974), p. 12.
8.
"Congress, Coleman Clash on Rail Bill," Railway Age, Volume 177, Number 2 ( January 12, 1976), p. 10; "An Advance to 1880?" Trains, Volume 37, Number 1 ( November 1976), pp. 7-9.

The FRA classifications are as follows: Class A Main Line, 20 million or more gross ton-miles per mile per year; Class B Main Line, 5 to 20 million gross ton-miles per mile per year; and Branch Lines, less than 5 million gross ton-miles per mile per year. Other designations and subcategories exist, but these are the major ones.

Corridors of consolidation potential include: Chicago-St. Paul, Chicago- Pittsburgh, Chicago-Buffalo, Chicago-Ohio River, Chicago-Kansas City, Kansas City-Ft. Worth, Ft. Worth-Houston, Chicago-Omaha, Kansas City and Omaha to Colorado, Chicago-St. Louis, and Chicago-Detroit.

-73-

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Railroads, the Free Enterprise Alternative
Table of contents

Table of contents

  • New Titles From Quorum Books ii
  • Title Page iii
  • Copyright Acknowledgments v
  • Contents ix
  • Figures xi
  • Tables xiii
  • Preface xv
  • Acknowledgments xvii
  • 1 - Development of The Railway 3
  • Notes 6
  • 2 - A Product of Necessity 9
  • Notes 13
  • 3 - Degrees Of Standardization 15
  • Notes 18
  • 4 - Changing Times, 4 Changing Needs 19
  • Notes 31
  • Appendix To Chapter 4 Tables 1-4 33
  • 5 - For Everyone Else: The Typical Transportation Industry Structure 41
  • Notes 53
  • 6 - Railroad Industry Structure 55
  • Notes 65
  • 7 - Aspects of Joint Use 67
  • Notes 73
  • 8 - Aspects of Innovation 75
  • Notes 87
  • 9: Economics And Structure 91
  • Appendix To Chapter 9 109
  • 10 - In Theory, in Congress 113
  • Notes 124
  • 11 - A Proposal 127
  • 12 - Roadway Companies 131
  • 13 - Carrier Companies 147
  • Notes 161
  • 14 - Terminals 163
  • 15 - Regulation 173
  • Notes 181
  • 16 - Opportunity For Innovation 183
  • Notes 192
  • Appendix To Chapter 16 Service Alternatives For Short-Haul Traffic 195
  • 17 - The Promise And The Prospects 199
  • Notes 204
  • 18 - A Logical Conclusion 207
  • Notes 210
  • Bibliography 211
  • Index 221
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