1 

### ERTAC Rail Emissions Inventory Part 3: Class II and III Locomotives

Michelle Bergin, GA Environmental Protection Divisi on Matthew Harrell, IL Environmental Protection Agency Mark Janssen, Lake Michigan Air Directors Consortiu m

Acknowledgments: Steve Sullivan, American Short Line and Regional R ailroad Association David Powell, Genesee & Wyoming Inc. Dennis McGeen, Michigan Dept. of Environmental Qua lity Lisa Higgins, Maine Dept. of Environmental Protect ion Laurel Driver, US EPA, Office of Air Quality Plann ing and Support Byeong Kim, GA Environmental Protection Division

Introduction

Air protection agencies from twenty-seven states, c oordinated through the Eastern Regional Technical Advisory Committee (ERTAC) and headed by the Lake M ichigan Air Directors Consortium (LADCO), identified a need to better quantify and characteri ze rail-related emissions inventories. Traditional locomotives utilize large diesel engines, resulting in emissions of NO x , diesel PM, hydrocarbons, greenhouse gases, and other air pollutants. These emissions are sometimes concentrated in areas exceeding National Ambient Air Quality Standards. No cohesive nationwide railroad emission estimates based on local operations are known to ha ve been made previously. Inventory development methods for locomotive emissions estimates vary fro m state to state and, in general, lack the spatial or temporal resolution needed to support air quality m odeling and planning 1-5

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The ERTAC Rail Subcommittee (ERTAC Rail) was establ ished with active representatives from twelve member states, three regional planning offices, and the US EPA. The subcommittee’s goals are to (1 ) standardize agencies’ inventory development methods through a collaborative effort, (2) improve the quality of data received and the resulting emission inventories, and (3) reduce the administrative bur den on railroad companies of providing data.

With support from the Rail industry and assistance from the ERTAC Rail Data Workgroup (Appendix A), ERTAC Rail has developed 3 inventories of locom otive emissions (Table 1) for Class I line-haul, Shortline (Class III) and Regional (Class II) Railr oads, and Class I railyard switchers. Because of t he difficulty in obtaining data and differences in sta tes’ needs for inventory years, sources from both 2 007 and 2008 were utilized (Appendix B.)

Line-haul locomotives travel long distances (e.g. b etween cities) while switcher locomotives largely operate in railyards, splitting and joining rail ca rs with varying destinations. Shortline railroads often transport freight between Class I railroads, ports, or other freight carriers and individual industrie s, provide local switching in a railyard, and/or own a nd operate a terminal facility (act as “Switcher an d Terminal” providers). Passenger and Commuter Rail, industrial locomotives, and associated nonlocomotive equipment are not included in these inve ntories. More information on ERTAC Rail, Railroad participation, the Rail industry, and effects of ra il on air quality are available elsewhere 6

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The Surface Transportation Board (STB) defines Clas s I Railroads as having had minimum carrier operating revenues of $401.4 million (USD) in 2008, Regional Railroads (Class II) as having had at lea st 350 route miles of track and/or revenue between $40 million and the Class I threshold, and Shortline Railroads (Class III) as having less than 350 route miles of track, less than $40 million in revenue 7 , and include all ‘Switching and Terminal’ companies. Th ere are 8 Class I Railroads operating in the United States, about 33 Regional Railroads (Class II), and approximately 540 Shortline Railroads (Class III) (Appendix C). While categorized as a Class I Railr oad, Amtrak was excluded from these inventories because of significant differences in equipment and operational characteristics.

Table 1. Summary of ERTAC Rail Inventories: U.S. Lo comotive Emissions and Fuel Use for either 2007 or 2008*. Fuel Use**

(gal/yr) Emissions (tons/yr)

NO x PM 2.5 HC SO 2 CO NH 3 CO 2 Class I*** line-haul 3,770,914,002 754,443 23,439 37,941 7,836 110,969 347 42,305k

Class I switcher 301,046,290 74,431 2,042 4,867 624 9,230 28 3,367k

Class II and III 157,800,000 47,035 1,065 1,737 327 4,631 14 1,765k

*See Appendix B for a description of the year and s ource of data utilized for each inventory. **Locomotive grade diesel ***Excluding Amtrak and including work train fuel u se

This paper documents the data sources and methodolo gies used for calculating the Class II and III emissions inventory. Class II and III activities a ccount for an estimated 4% of the total locomotive fuel use in the combined ERTAC inventories and for appro ximately 32% of the industry’s national freight rail mileage 8 . These railroads are widely dispersed, though mor e concentrated in the eastern United States (Figure 1), and often utilize older, higher emitting locomotives than their Class I counterpart s. These railroads provide services to industries requ iring consistent transportation of large amounts or very heavy freight, small towns, and/or provide swi tching and terminal services at complex rail and intermodal intersections (Figure 2).3

Figure 1. Class II and III railroad links from FRA dataset extracted by ERTAC Rail 9 and Appendix D

Figure 2. Carloads shipped by Shortline and Region al Railroads by commodity group 7

Method

There are approximately 570 Class II and III Railro ads operating in the United States, around 450 of which are members of the American Shortline and Reg ional Railroad Association (ASLRRA) 7 . In general, while information on Class II/III link loc ations and many fleet characteristics are available online, a significant effort would be required to c ompile this data into a usable format and check the data for reliability. In addition, the Class II and III sectors of the railroad industry have been in cons iderable flux since partial deregulation from the 1980 Stagg ers Act. States with relatively large numbers of C lass II and III railroads, such as Maine, Pennsylvania, North Carolina, and Massachusetts, have independent surveys and emission inventory estimates available, but no regional or national level cohesive electro nic datasets have been previously developed.4

To calculate a nationwide Class II/III emissions in ventory, ERTAC Rail first surveyed existing data sources, compared states’ methods and data used for existing inventories, and contacted members of the Class II and III Railroad communities for guidance, including the ASLRRA, the FRA, and Genesee & Wyoming, RailAmerica, and Omnitrax (large holding c ompanies of Class II and III railroads). In particular, Mr. Steve Sullivan from ASLRRA and Mr. David Powell from Genesee & Wyoming were able to provide significant assistance in identific ation of an appropriate nationwide dataset of Class II and III railroads with links and total locomotive f uel use, the development of a calculation method, a nd guidance on appropriate assumptions such as fleet a verage locomotive Tier classification. Data source s, calculations, and assumptions used to develop the r esulting inventory are described below.

1. Locate Class II and III Railroads.

Identification and correct placement of Class II an d III railroads was an important first step, requir ing a comprehensive electronic dataset. A GIS database wa s obtained from the Federal Railroad Administration (FRA) with links identified as owned or operated by specific Shortline or Regional Railroads using “Reporting Marks”, which are brief identification abbreviations. The full list of Reporting Marks is included with the inventory. Th e locations of these links with associated data including reporting mark, railroad name, class, num ber of links and route miles owned and/or operated, and total route miles of links were extracted by ER TAC Rail (Matt Harrell, Appendix D.) While this dataset contains confidential data for the Class I railroads, the geographical allocation of Class II and III links (Figure 1) and related information is public 9 . A similar public database compiled by the Bureau of Transportation Statistics is also available 10 . Data from this source will not match the confiden tial data exactly but will be very similar.

2. Select/Calculate Emission Factors.

While some Class II and III railroads purchase more recent locomotives, locomotives often serve 30 to 40 years in Class I line-haul service before being transferred to switching service or sold to Class I I or III railroads. Through guidance from the Class II/ III Railroad community, it was agreed that the EPA Non-regulated (pre-1973) emission factors 11 best represent most operating Class II and III loc omotives. In addition, although the fuel use and route miles data obtained represent both switching and line-hau l activities by the Class II and III railroads, the U S EPA line-haul duty cycle was selected as most representative along with the “Small Line-Haul” con version factor 11 to obtain gm/gal emission factors for hydrocarbons (HC), oxides of nitrogen (NOx), pa rticulate matter (PM),and carbon monoxide (CO) (Table 2).

Table 2. Emission factors over the standard operating line-h aul duty cycle using a conversion factor of 18.2 bhp-hr/gal 11

. Line-Haul (gm/gal)
HC NOx PM CO Non-regulated (pre 1973)* 8.736 236.6 5.824 23.296

Other emission factors are not engine specific. Fo r locomotives, PM 2.5 is assumed to be 97% of PM 10 11

, and emission factors applied for SO 2 and NH 3 are 1.88 g/gal 11 and 83.3 mg/gal 12 respectively. VOC emissions are be calculated as 1.053 times the HC e missions for locomotives 13

. Note that non-road engine and fuel specific information is sparse for these conversions. Greenhouse gases are estimated using emission factors shown in Table 3.5

Table 3. EPA greenhouse gas emission factors for l ocomotive diesel fuel (grams/gal). 14

CO 2 N 2 O CH 4 Locomotive diesel 1.015E4 0.26 0.80

3. Calculate Emissions.

The ASLRRA compiles data from the Class II and III railroads every few years 7 , including total industry fuel use for locomotives and total Class II/III Rou te Miles. The FRA dataset also provides route mile s. These values can be used to calculate an average Fu el Use Factor (FUF) for the industry (Eqn 1).

mile gal

miles gal

les IIIRouteMi II TotalClass tryFuelUse TotalIndus tor FuelUseFac

FRA ASLRRA 64. 2814 367,52 000, 800, 157

/ =

= = Equation 1

Some data was available from the ASLRRA to distingu ish between the Shortline and Regional Railroad fuel use and miles of track, however the resulting fuel efficiency factors were not intuitively correc t so ERTAC Rail chose to keep their emissions inventorie s combined until the discrepancies can be improved or explained.

ERTAC Rail chose to use the Total Class II/III Rout e Miles values with non-zero activity from the FRA dataset for this calculation, 52,367 miles, as show n. This way, if a railroad is known to have ceased operations, those route miles are not counted while the total fuel used estimate remains the same. In addition, this dataset was available in GIS format for mapping purposes, the data is also used for the Class I line-haul and switcher inventories, and it is part of a more comprehensive, managed inventory.

For comparison, ERTAC Rail has actual fuel use data and route miles for approximately 50 shortline railroads, which result in an overall average FUF o f 2560.10 gal/mile, very close to the nationally calculated FUF. The average of the independently c alculated FUFs in the inventory is 3001.09 gal/mile

, with the maximum being 15953.78, the minimum being 67.97, and a standard deviation of 3393.08 gal/mile. As can be seen, while the averages are i n good agreement, there is a wide range of potentia l individual FUFs per railroad which can depend on ma ny factors such as frequency of trips, tonnage hauled, terrain, distance, locomotives used, and ot hers. This wide potential range indicates the importance of using specific fuel use data when pos sible. There are also discrepancies between the FR A route miles assigned to railroads and route miles r eported by the railroads. Because of the GIS linka ges available with the FRA database, the FRA route mile s rather than reported route miles are used in the inventory. These should also be verified when poss ible and, if necessary, corrected both in the FRA database and the emissions inventory.

The Fuel Use Factor calculated for use in this inve ntory (2814.64 gal/mile) was multiplied with the ro ute miles listed for each Class II and III railroad in the FRA database, resulting an estimate of gallons of fuel used in 2008 for each railroad. The annual gallons of fuel used were then multiplied with pollutant emission factors for a mass of pollutant emitted fo r the year

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Further modifications were made to the estimates to reflect actual fuel use collected for specific cla ss II/III railroads, including entries of ‘0’ for rail roads known to be out of operation. In particular, specific fuel use data was entered for railroads owned by Ge nesee & Wyoming and for some Class III railroads operating in Pennsylvania, Massachusetts, and North Carolina. These modifications were accounted for in the Fuel Use Factor calculation applied to the r emaining railroads so that the national total fuel use is equal to the total estimate by the ASLRRA (157,800, 800 gal) and the Fuel Use Factor is calculated only using fuel and track data for railroads with no kno wn fuel use information.

Limitations, Conclusions, and Future Work

This ERTAC Rail Class II/III inventory provides a c ohesive nationwide inventory with data for where Shortline and Regional Railroads operate and who ow ns them, and provides a comprehensive geographical allocation of their locomotive emissio ns bounded by what is reported as nationwide Class II/III fuel usage by the ASLRRA. This inventory wi ll be useful for regional and some local modeling, helps identify where railroads may need to be bette r characterized, and provides a strong foundation f or future development of a more accurate nationwide Sh ortline and Regional railroad emissions inventory.

Major areas for future improvement include distingu ishing between switching and hauling operations and updating fleet Tier characteristics where appro priate. More accurate annual fuel use estimates, rather than using the estimated Fuel Use Factor wou ld greatly improve the inventory. For example, 2006 Class II/III fuel use reported to the ASLRRA w as 309 million gallons, almost double what was reported only two years later in 2008. It is unlik ely that the industry halved fuel use in two years, but no other activity indicators have been found for compa rison. Another area of uncertainty that can be improved is estimates of temporal variability. Emi ssions inventory preparation guidance from the U.S. EPA describes locomotive activity as constant throu ghout the year (e.g. no daily, weekly, or seasonal variability), though weekly or seasonal variation i s highly likely for the Class II and III lines.

States or other areas with local, direct Class II a nd III data including temporal activity, fleet characteristics, or annual fuel use should use that information in place of this inventory. This inve ntory was designed to incorporate refinements from indust ry or state agency representatives, and we request that any data collected be submitted to ERTAC Rail so that the inventory can be continuously improved.

It must be noted that freight-related rail activity is not always routine and no annual emissions inve ntory will ever be able to capture the innate variability of the source. However, as other large emission sources are better characterized and reduced, and i f rail activity increases as expected, it is import ant to standardize a methodology for estimating the emissi ons and to include our best reasonable representation of these sources and their potential variability in air quality analysis. In the futur e, online data loggers and other tracking technologies, combined with ambient studies and detailed modeling

, will hopefully provide more insight to the emission s of locomotives and other rail-related sources.



### References

1. Eastern Research Group (ERG) for E.H. Pechan & Associates, Inc., “Documentation for Aircraft, Commercial Marine Vessel, Locomotive, and Other Nonroad Components of the National Emissions Inventory, Volume I – Methodolog y”; EPA Contract No.: 68-D-02-063. Prepared for the US EPA Emissions, Monitoring and A nalysis Division, Sept. 30, 2005. ftp://ftp.epa.gov/EmisInventory/2002finalnei/docume ntation/mobile/2002nei_mobile_nonroad_ methods.pdf . Related documents at7

ftp://ftp.epa.gov/EmisInventory/2002finalnei/docume ntation/mobile/2002nei_mobile_nonroad_tr ain.pdf
2. Sierra Research, Inc., “Revised Inventory Guidan ce For Locomotive Emissions”; Report No. SR2004-06-01. Prepared for Southeastern States Air Resource Managers (SESARM), June 2004. http://www.metro4-sesarm.org/pubs/railroad/FinalGui dance.pdf
3. Sierra Research, Inc., “Research Project: Devel opment of Railroad Emission Inventory Methodologies”; Report No. SR2004-06-02. Prepared f or Southeastern States Air Resource Managers (SESARM), June 2004. http://www.metro4- sesarm.org/pubs/railroad/FinalMethodologies.pdf

4. Environ, “Draft LADCO 2005 Locomotive Emissions” . Prepared for Lake Michigan Air Director Consortium, Feb 2007. http://www.ladco.org/reports/technical_support_docu ment/references/ladco_2005_locomotive_e missions.021406.pdf

5. Southern Research Institute, “NYSERDA Clean Diesel Technology: Non-Road Field Demonstration Program, Development of the 2002 Loco motive Survey for New York State”; Agreement Number 8958. Prepared for the New York St ate Energy Research And Development Authority (NYSERDA), Feb. 09, 2007. http://www.nyserda.org/publications/LocomotiveSurve yReportwithAppendices.pdf

6. M. Bergin; M. Harrell; J. McDill; M. Janssen; L. Dr iver; R. Fronczak; R. Nath,; and D. Seep. "ERTAC Rail: A Collaborative Effort in Building a R ailroad-Related Emissions Inventory Between Eastern States Air Protection Agencies and Participation with the Railroad Industry," 18th Annual International Emission Inventory Confer ence. Baltimore, MD. April 14 - 17, 2009. Paper and presentation available at: http://www.epa.gov/ttn/chief/conference/ei18/sessio n6/bergin.pdf

7. American Short Line and Regional Association (ASLRR A) 2008 Fact Book and main website. Available at www.alsrra.org

. 8. Freight Railroads in the United States 2008. Assoc iation of American Railroads (AAR). From: http://www.aar.org/~/media/AAR/InCongress_RailroadsS tates/2008unitedstates.ashx . Also An Overview of America's Freight Railroads, Oct 2011, AAR. From:http://www.aar.org/~/media/aar/BackgroundPapers/Overview%20of%20US%20Freight%20RRs%20October %2019%202011.ashx

. 9. Confidential database was provided with assistance from Raquel Wright of the Federal Railroad Administration. Similar public data providing rang es of tonnage hauled rather than link-level tonnage is available from the Bureau of Transportat ion Statistics in the NTAD 2009 shapefile data (data is representative for the year 2007): http://www.bts.gov/publications/national_transporta tion_atlas_database/2009

. 10. US DOT Bureau of Transportation Statistics’ 2008 Na tional Transportation Atlas Database.

11. EPA Technical Highlights: Emission Factors for Loc omotives, EPA Office of Transportation and Air Quality, EPA-420-F-09-025, April 2009. http://www.epa.gov/otaq/regs/nonroad/locomotv/420f0 9025.pdf

12. Estimating Ammonia Emissions From Anthropogenic Non agricultural Sources - Draft Final Report by E.H. Pechan & Assoc. April 2004. Prepare d for EPA/STAPPA-ALAPCO Emission Inventory Improvement Program. Supported by persona l communication (5/6/2010) with Craig Harvey, US EPA, OTAQ, and Robert Wooten, NC DENR. http://www.epa.gov/ttnchie1/eiip/techreport/volume0 3/eiip_areasourcesnh3.pdf8

13. “Conversion Factors for Hydrocarbon Emission Compon ents,” EPA420-R-05-015, December 2005. Docket Document EPA-HQ-OAR-2003-0190-0411. http://epa.gov/otaq/models/nonrdmdl/nonrdmdl2005/42 0r05015.pdf

, http://www.epa.gov/otaq/regs/nonroad/420r08001a.pdf

. 14. U.S. Environmental Protection Agency. Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990- 2005, EPA 430-R-07-002, Annex 3.2, (April 2007), we b site: http://www.epa.gov/climatechange/emissions/usinvent oryreport.html

Key Words

Transportation emissions, freight movement, railroa d emissions, locomotive emissions, emissions inventory, emission factors, photochemical modeling , dispersion modeling, air quality modeling, diesel

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### Appendices

Appendix A: ERTAC Rail Data Workgroup

REPRESENTATIVE ORGANIZATION
Matt Harrell IL EPA Michelle Bergin (Co-Chair) and Byeong Kim GA EPD Mark Janssen (Co-Chair) LADCO
Julie McDill and Patrick Davis MARAMA Laurel Driver US EPA OAQPS
Robert Fronczak AAR
Steven Sullivan ASLRRA
Rick Nath CSX David Seep and Lyle Staley BNSF Ken Roberge CPR
Carl Akins and Peter Conlon KCS
Erika Akkerman CN
M. John Germer UP
Brent Mason and Richard Russell NS
David Powell G&WY
Joanne Maxwell Amtrak

Appendix B: Source and Year of Data Utilized for E ach Inventory

Data Year Source

Class I Line-Haul

Annual Line-Haul Fuel Use and Gross Ton-Miles 2007 STB R-1 Reports (CP data for D&H is for 2008.)

Line-haul fleet mix for emission factors 2008 Each Class I railroad

Link-level tonnage 2007 FRA confidential database

Class I Railyards (Switcher Locomotives)
Annual Switcher Fuel Use 2008 R-1 Reports

Switcher fleet mix for emission factors 2008 Each Class I railroad

Link-level tonnage or Density Code (for activity estimate) 2007 FRA confidential database

Class II and III Locomotives
Annual Total Fuel Use 2008 ASLRRA Annual Report (20 08)
Track length and railroad 2007 FRA confidential dat abase

Estimated fleet mix for emission factors Discussions with ASLRRA and Class II and III representatives.10

Appendix C: Railroad Companies Operating in the Un ited States

Railroad

Class I

BNSF
Canadian National
Canadian Pacific***
CSX Kansas City Southern
Norfolk Southern
Union Pacific
Amtrack *Regional (Class II) Mileage Alabama and Gulf Coast Railway 435
Alaska Railroad 506 Buffalo and Pittsburgh Railroad 699 Central Oregon and Pacific Railroad 447 Dakota, Missouri Valley and Western Railroad 534 Florida East Coast Railway 386 Great Lakes Central Railroad 396
Indiana Rail Road 602 Indiana and Ohio Railway 692
Iowa Interstate Railroad 608
Kansas and Oklahoma Railroad 869 Kyle Railroad 554 Missouri and Northern Arkansas Railroad 583 Montana Rail Link 905 Montreal, Maine and Atlantic Railway 527 Nebraska Kansas Colorado Railway 559 New York, Susquehanna and Western Railway 357
Northern Plains Railroad 486 Paducah and Louisville Railway 290 Pan Am Railways 1165 Portland and Western Railroad 587 Providence and Worcester Railroad 568 Red River Valley and Western Railroad 575 San Joaquin Valley Railroad 351 South Kansas and Oklahoma Railroad 398 Texas Northeastern Railroad 665 Texas Pacifico Transportation 393 Utah Railway 430 Wheeling and Lake Erie Railway 878
Wisconsin and Southern Railroad 837

Shortline (Class III)
See www.aslrra.org/our_members/Railroad_Members or http://www.railsusa.com/links/Shortline_Railroads/11

* These railroads were classified as regional by th e AAR in 2007 as reported in Wikipedia ( http://en.wikipedia.org/wiki/Regional_railroad#cite _note-2 , accessed Oct. 7, 2011.) Railroads known to have been purchased by Class I railroads after 2007 have been removed from this list.

Appendix D. ERTAC – Class 2/3 Shapefile Documentat ion (Matt Harrell, 13 Jul 2009)

Introduction This document outlines the methods and procedures u sed to compile a shapefile representing the links i n the FRA 1:100,000 railroad dataset that are owned o r operated by Class II and III railroad companies. It is important to note that there is a considerable a mount of overlap between the Class II’s and III’s a nd the Class I and passenger railroads. Class II’s an d III’s can operate on Class I or passenger rail li nks and vice versa. Although the final shapefile specifica lly represents Class II and III links, there are ma ny Class I and passenger railroads represented as well

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Procedure 1. Started with all proprietary FRA links where “NET = ‘M’ and “STCNTYFIPS” <> ‘ ‘ (this definition query selects all active mainline links located within the United States).

2. Ran 12 queries, one for each ownership and trackage rights field, to select all links not associated with a Class I freight railroad or Amtra k and not containing a null value (e.g.,

"RROWNER1" <> 'AMTK' AND "RROWNER1" <> 'BNSF' AND " RROWNER1" <> 'CN'

AND "RROWNER1" <> 'CPRS' AND "RROWNER1" <> 'CSXT' A ND "RROWNER1" <>
'KCS' AND "RROWNER1" <> 'NS' AND "RROWNER1" <> 'UP' AND "RROWNER1" <> ' '). The first query was setup as a new selection . Each of the 11 subsequent queries were setup to add records to initial set of records. 26 ,261 links were selected and exported to a new shapefile.

3. Due to the multitude of railroad codes used to repr esent commuter rail operations across the country, additional processing was required to remo ve any links that were not operated by a Class II or III freight railroad. Each commuter ra ilroad was queried out of the new shapefile and the links analyzed to eliminate all links where no Class II or III operations were occurring. The following commuter rail operations were evaluated: NJT (New Jersey Transit), MNCW (Metro-North Commuter Railroad), LI (Long Island Railroad), CDOT (Connecticut DOT), MBTA (Massachusetts Bay Transpor tation Authority), SEPA (Southeastern Pennsylvania Transportation Authority ), MARC (Maryland Area Rail Commuter), VRE (Virginia Railway Express), MTRA (No rtheastern Illinois Regional Commuter Railroad), CSS (Northern Indiana Commuter Transportation District), DART (Dallas Area Rapid Transit), SCRA (Southern Califor nia Regional Rail Authority – including also SCAX, LACM, LAPT, and LATC), TCRA (South Flori da Regional Transportation Authority), PJPB (Caltrain), and ACE (Altamont Comm uter Express). Approximately 1581 links were identified with no Class II or III opera tions and were deleted from the Class 2/3 shapefile.

4. The remaining Class II and III links were then comp ared to the regional maps contained in the July-August issue of The Official Railway Guide to assess the completeness of the Class 2/3 shapefile. Six specific edits were made to the shapefile to correct the most glaring errors:12

1) BMLP links deleted (Black Mesa & Lake Powell, an electric coal hauling railway in Arizona); 2) DSNG links deleted (Durango & Silverto n steam tourist railroad in Colorado; 3) CIC haulage rights links on CN from Chicago to Omah a deleted; 4) DMIR links deleted (Duluth, Missabe & Iron Range, now owned and operat ed by CN in Minnesota; 5) EVWR’s ex-CSXT links coded from Evansville, IN to Okawvill e, IL (Evansville Western Railroad); 6) INRD ex-CP links coded from Chicago, IL to Louisvil le, IN (Indiana Rail Road).

5. During the course of reviewing the FRA dataset, 555 “active” links were found to have no ownership or trackage rights codes. 1005 links hav e no codes listed in the 3 ownership fields. In most cases these links are very short a nd scattered across the country. Only the links representing the EVWR and INRD spanned large distances and were fixed. The other problem links were deemed to be insignificant. A li sting of these links will be provided back to the FRA to assist with their coding in 1:100K ra ilway shapefile.