Dakota, Minnesota, & Eastern

[Anonymous]

The new line being built to provide competition to UP and BNSF from Powder River Basin, Wyoming to Chicago, Illinois. Does anyone have more information about this new railroad?

[Anonymous]

interesting shortline made up of ex-Soo & Milwaukee trackage that asked the STB for permission to build 300 mi. of new RR from the dakotas into Wyo. and they got it. even passed the environmental impact studies. construction, if not underway , should be starting and rumor has it that negotiations are underway with Ameren/UE which just bought the old RI trackage here in Missori.

[thirdrail1]

First, the Dakota, Minnesota & Eastern is made up almost entire if not entirely of former Chicago & Northwestern trackage, not Soo or Milwaukee. It presently operates from Winona, Minn., on the Mississippi River, to Rapid City, S.D. (the former Winona & St. Peter Railroad then CNW) and from Chadron, Neb., to Bentonite, Wyo., also ex. CNW. On Monday, Nov. 19, the Surface Transportation Board issued its 2500 page Environmental Assessment of its proposed construction of 290 miles of new line and rebuilding 600 miles of existing track. it is anticipated that the STB will approve the application around the first of next year. This will be the largest rail project in this country in well over a century, assuming DM&E can raise the $1.4 billion needed. DM&E's website explains what they propose. They propose to connect with I&M Rail Link and CN/IC to get to Chicago and beyond, and have no interest in the ex-RI line between St. Louis and Kansas City. But, DM&E is looking for utilities interested in investing in its project to gain lower freight rates on Powder River coal.

[Anonymous]

The DM&E is a pretty interesting piece of RR. A lot of the line is flat, but there are a couple tough grades on the line. One tough one is leaving Winona MN headed out of the Mississippi River valley. East of Rapid City at Wasta, EB trains climb out of the Cheyenne River Valley to Wall. Its another tough grade, but surprisingly scenic. On the West end they terminate at the US Colloid bentonite clay mine at Colony WY, just barely over the WY border (near Belle Fourche (pronounced Bell Foosh)SD. One initial study of the new line looked at going from Belle Fourche toward Moorcroft of Gillette WY. There was an old CNW branch that did just that years ago, though it didn't get all the way there. Option 2 was to come into Rapid City, then follow their track south along the East edge of the Black hills down toward Chadron and Crawford to connect to the BNSF. Option 3 which is the one that was chosen and which is the basis of the study is to build SouthWest from around Wasta , south of the main body of the Black Hills, cross the BNSF at Edgemont and continue West connecting to the North-South UP/BNSF main that runs from Gillette (Donkey Creek Jct) to Douglas (Orin Jct.) It would connect somewhere around Bill WY. That would give them access to the mines with minimal trackage rights/ restrictions to be placed by UP or BNSF. DM&E seems somewhat financially frail. They've had to overcome a LOT of CNW deferred maintence, slow orders, subsequent prairie fires, etc. Their infrustructure would still need a lot more work. I hope they make it and put some more competition in that market.

[mnwestern]

Yes, the DM&E is mostly ex-C&NW, with some M&StL (Waseca to Albert Lea, Minn., and trackage rights on to Mason City, Iowa over the ex-R.I. "spine line" now of the UP.) The east end from Winona to Mankato was originally the Winona & St. Peter RR built in the late 1860s and then on to Rapid City. Another stiff grade is eastbound out of Mankato over the ex-Chicago Great Western. When C&NW took over the CGW in 1968, they abandoned the original W&St.P line into Mankato in favor of the easier CGW grade. The C&NW grade is now a bike trail for the first few miles, then the trail follows the ex-CGW grade to Faribault.
DM&E's plans have been opposed by Rochester and Mankato, Minn., and Pierre and Brookings, S.D. The STB ruled the railroad did not have to use bypasses around Rochester, Pierre or Brookings as those cities would like. It said DM&E could run through Mankato if it can reach an agreement with UP to use its right of way. The DM&E doesn't own its ROW through Mankato. If an agreement can't be reached with UP, STB said DM&E could seek to build a south bypass around Mankato, which would create its own stiff grade. I think it is unlikely that route will be built.
In Rochester, the city and Mayo Clinic are very opposed. They fear dust, noise and vibration, and ignore the fact that a rebuilt line will address those while building two overpasses to free traffic. There has been a lot of irrational stuff coming out of that area.
The DM&E started in the mid-1980s with a lot of old C&NW and Milw. Rd SD7s, 9s and 10s. Those are gone now, replaced mainly by used SD40-2s, many of CP heritage. When it was first sold off from C&NW, it was a captive to C&NW, forced to use mostly C&NW cars and interchange mainly with C&NW at Winona, Albert Lea, Mason City or Mankato.
It now connects with UP at Winona (over UP's old C&NW trackage rights on the ex-Milw., ex-Soo Line, current CP line from Winona to LaCrosse and east to Wyeville, Wis.) It also runs to Albert Lea and Mason City. The rebuild might make a connection with I & M Rail Link at Owatonna, Minn., which would open another route to the east by way of Mason City, Marquette and across north Illinois. It could also send coal to the Illinois Central/CN by way of Albert Lea (Glenville.)
Terry

[Anonymous]

Just a few more details...
The STB Environmental Impact Statement (EIS) blew the Rochester complaints out of the water. Mayo Clinic was the primary complainer, claiming that vibration from the increased rail traffic would cause their MRI machines to blur test results, but the STB's researchers discovered that the Mayo buildings produce more vibration than would reach them from the railroad, and that since the MRI machines were already protected against the building's vibrations, trains would not affect them. This info is in the EIS on the STB's website.

Second - a former C&NW co-worker who now works for the DM&E says that the results of their bid on the I&M should be announced around the first of the year. If DM&E gets the I&M, or at least part of it, they'll have access to the big gateways and not have to give their coal traffic to barges or the CP at Winona.

[Anonymous]

Just some more FYI on this---I live very close to the existing part of this line. The line is in horrible shape; litterally the cars bob and sway as they swager down the line at 15mph. This project will not only upgrade the entire main line across south dakota to class I standards, but be the first construction on this scale of new rail for years. Locally, the project has had a terrible reception with anyone who can oppose it, doing so. People do the no realize the benefits of upgrading the line and only fear an increased number of trains in their backyard. DME president Kevin Schiffer has done a super job trying to quell these complaints but quite honestly many people are not open minded in this area. The DME itself is a great train-watching railroad, as they were formed on the basis of catering to smaller industries rather than the large railroad who seem to no longer want to spot "just one car" for a small shipper. But, with the condition of the line, it became clear that the railroad would not be able to address it's backlog of matenance issues inherited from the CNW on this income. In short, they need this project just to keep their track in usable order; if you come take a look you'll see why.

If you'd like to see this project take place, you can help. Our local lawmakers have received mostly negative feedback on this project from everyone from environmental groups to local residents. This has led to a someone negative attitude on their part towards the project. They need to know that the project has support, will bring jobs, and that there are many areas supporting 50-60 trains per day with minimal disruption. This is a big one. Many people here fear this because they have no experience or have never seen areas with this much rail traffic. Those who live in areas like this can provide insight. Here are just a few contact you may consider writing to in support of this premier project:

DME hompage: www.dmerail.com

local lawmakers: http://www.dmerail.com/XML_Files/congress.htm

local newspaper:
www.brookingsregister.com

opposition groups:
http://www.brookings.com/ctic/
http://www.me3.org/issues/coaltrain/semnalert.html

Please realize that this project is in a very fragile state right now. Opposition very well could qwell funding thus killing the project. But with help and support of train enthusiasts like us, lawmakers and residents can hear the truth and facts about modern railroads rather than the the rumor like:

Trains automatically explode into a toxic cloud when they derail.

Coal trains cover everything in black soot as they pass by.

Modern locomotives operating on welding rail are not quieter than old, poorly maintained locos running on 39 ft. bolted rail.



I hope you will help by writing lawmakers (especially the STP board members: Minnesota Representatives
Rep. Gil Gutknecht - [e-mail]

Rep. James Oberstar - [e-mail]
Rep. Oberstar represents the 8th district and is the ranking Democrat on the committee on Transportation and Infrastructure.

Rep. Martin Sabo- [e-mail]
Rep. Sabo is on the Transportation subcommittee

Rep. David Minge www.house.gov/writerep/
Rep. Minge represents the 2nd district through which the DM&E line enters MN


Minnesota Senators

Senator Paul Wellstone - [e-mail]

Senator Rod Grams - mail [e-mail]

Senate STB Oversight Committee Members

Senator Trent Lott - [e-mail]

Senator John McCain - [e-mail]

Senator Fritz Hollings - [e-mail]

Senator Kay Bailey Hutchinson - [e-mail]

to newspapers, and even the DME itself to let them know that there are still train supporters out there.

Bruce McNeary
[e-mail]

[Anonymous]

Just one correction - Rod Grams was replaced by Mark Dayton as US Senator last election. Last time I looked, Dayton didn't have an eMail address and he has vowed "to lay down on the tracks' to prevent this project from going forward.

[Anonymous]

The DM&E is not a new railroad but was formed by the purchase of a Chicago Northwestern line from Winona Mn. to Rapid City SD and into WY.

The line is nowe operated at 10 to 30 mphh. It needs alot of track work along with about 200 miles of new track construction.

Quite a few communities in Minnesota and South Dakota are fighting it because of the potential for faster and mor train traffic through their cities.


I am a switchman on the Union Pacific and I cannot by any stretch of my imagination see the UP or BNSF give up any of the coal traffic they now haul. It is my understanding thaqt there is not a power plant on this line at the present time, and I am sure they will bid on the contracts in a very competitive manner.

[Anonymous]

The DM&E is not a new railroad but was formed by the purchase of a Chicago Northwestern line from Winona Mn. to Rapid City SD and into WY.

The line is nowe operated at 10 to 30 mphh. It needs alot of track work along with about 200 miles of new track construction.

Quite a few communities in Minnesota and South Dakota are fighting it because of the potential for faster and mor train traffic through their cities.


I am a switchman on the Union Pacific and I cannot by any stretch of my imagination see the UP or BNSF give up any of the coal traffic they now haul. It is my understanding thaqt there is not a power plant on this line at the present time, and I am sure they will bid on the contracts in a very competitive manner.

[Anonymous]

The only question I have is were are they going to get the contracts to haul the coal.

Also DM&Es figures on the amount of new jobs is to the point of absurd.

I work on the Union Pacific in the Twin Cities and it does not take very many personnel to move these trains. Remember no switching and the trains are loaded and unloaded by non railroad people.

This is nothing 'more than the DM&E management trying to fix a line that they took over in bad shape and have let it get worse in some areas.

Remember the Chicago & NorthWestern did not sell a big profit maker but a long branch line in need of major work

[Anonymous]

Jerod,

Are you forgeting the energy crisis of last summer which only promises to be worse this summer? Tons of federal money is going into building new power plants and increasing the capacity of existing ones. Much of these will be coal fired. The DME expansion is gonna give the UP/BNSF monopoly a bit of bidding competion, which benefits everyone, maybe even you:)

Yes, coal train operations do not take a huge crew. But building and maintaining the line a equipment alone will require many people. As will the increased non-coal traffic which will be attracted to the line. Keep in mind, currently it is in such bad shape that many non-coal customers are kept away. This will be a HUGE boost to the economies of south dakota communities such as Huron, whose leading employer closed down a year or two ago. DME already pledged to build a large yard here.

Yes, this is DME management trying to find a resourceful and economically sound way to fix a line which is in bad shape. What's wrong with that? We need alot more of this in railroading rather than the "mass-abandonment" strategy many railroad (UP) use. What's left when all the lines are gone? Surely not your job. C&NW did not sell a big profit maker; obviously. If the line extended into the coal fields, if there was the current demand for low-sulfur coal, etc. the C&NW would never have divested it.

I understand your seeing this as a threat to your job and your company but you should see this as healthy competition for the industry and railroading in general. Your loyalty should lie in railroading and not in one of the companies who gradually downsize their own industry by constantly abandoning lines rather than trying to make them profitable.

[mnwestern]

Mr. UP man:
If an earlier writer is correct, DM&E won't have to rely on a having a power plant on its existing line. If is bidding for the I & R Rail Link, which would give it direct access to KC and Chicago, as well as the Twin Cities. That could change the dynamics greatly.
And another writer is correct, the energy issue is likely to increase demand for western low-sulfer coal. The Midwest is expected to be short of electricity by about 2006 or 2007 at current growth rates. It has a surplus now, but the gap is closing quickly, so much so that the amount of backup power to cover a plant maintenance shutdown is thin.
DM&E's route, if built, would be the shortest out of the Powder River Basin to the Midwest.
And as one writer stated, the line upgrade will help other shippers, too, including agriculture.
Uncle Pete is big enough to survive a little competition.

[Anonymous]

Jerod you are NUMBER ONE.RAILROADS need people like you for support.And I will help you.

[Anonymous]

If they were going to build a highway for trucks will the citizens still appose it.Not in my back yard.I dont thank they will.

[Anonymous]

Despite contrary opinion, DM&E HAS passed the Environmental Impact Study phase of STB approval. A major hurdle in the project. As well, Ameren/UE has talked to DM&E about a price per ton of coal, i.e. Powder River Coal, not the the old RI trackage through Missouri.

[Anonymous]

The original push for this project involved several power companies out East ("East" being east and south of Chicago) that felt they were not getting a fair freight rate from the UP & BNSF. The customers are there, but for how long before another alternative comes up. The STB certainly seems to be taking it's time with the application.

Trains magazine ran an article a year or so ago that talked about how much longer eastern coal will be available. That energy source will soon be gone because those mines will not be profitable much longer, just like what happened on the Iron Range in northern Minnesota. Thare is iron there, but the mining companies can't make money digging it out. When the eastern coal fields lose their probitability, the country will have to look to the west. It's better to get the infrastructure in place now than wait for that time to arrive.

[Anonymous]

I worked in the Powder River Basin for a year on the BNSF. The rumor going around then was let DM&E build the railroad into the Powder River. Then the BNSF would buy out the DM&E. That would give BNSF directional traffic into and out of the powder River.

[jsanchez]

Many utilities are behind the D.M & E expansion, also their are some major non-railroad financial interests backing this project that are far bigger than the U.P. Their was article awhile back in Forbes or Business Week a couple years ago about this. I wish I could remember the names mentioned, but they were no small potatoes.
I think competition is great,and yes I like expanding regionals and shortlines, they sure have a lot to teach the stagnent class ones. I wonder if the Shortline conglamorates like Rail America, Genesse Wyoming will ever become as dominant in the industry as the class ones are now. In business your either growing or shrinking.
James