Initial Site-Specific De-Inventory Report for Big Rock Point Report No.: RPT-3014537-002
weight distribution for bridge crossings. Because this is current operating practice, additional track was accounted for in the calculation for loading track.
Fenced perimeter. Lighted perimeter. Access to utilities, water, phone, and cell coverage.
Warehouse or shop building providing a place for inside transfer like an old railcar shop, as many Class II carriers have old car shops and other buildings with track in them; while a building is not a necessity it does offer advantages. Straight track inside the building. Some of the advantages to establishing and running your own transload facility include: Autonomy of the site, meaning no competition with other shippers in the site for services (waiting for your trucks to be unloaded, rail cars loaded, crane use, etc.). As the sole customer, your schedule is paramount even if you want to work at night, on the weekend, or on holidays. Control of the costs and operations (e.g., when facility is not in use, the operations can be suspended without incurring costs for an idle operation). Normally, if you are a tenant in an existing rail transload facility, there is a charge per week for non-operations, which can be significant. A recent operation required $38,000/week and when operations were idled for several weeks, even though other customers were still in the facility, the idle charge is used to hold your place in the facility. Easier to contain the facility and control who enters the site and set security measures as related to SNF versus general commodities. It is harder to impose Transportation Worker Identification Credentials (TWIC) and MTSA requirements on a facility with other shippers and non-sensitive commodities in the same facility. When no casks are on site, operations can be suspended, doors locked and crews sent home until you are ready to resume operations. The leases for the track, property and equipment are based on a specified term (e.g., monthly), so those remain in effect but there are no additional costs incurred during a suspended period when you are not operating. Some rail upgrades may be required before shipments can take place. Common examples of these repairs could be as simple as replacing a few ties, rail repair, frog replacement, or switch replacement. Any required repairs would be identified in the physical evaluation and survey of the railroad’s track from the serving yard to the point of switch for the leased track (for the facility). Once a rail transload site is selected, meetings with the serving railroad (e.g., GLC) should be scheduled to determine the condition of the track, and its suitability for high, wide, and heavy shipments and clearances should be investigated. If the railroad conditions are deemed favorable, lease discussions should commence and a private railroad contractor should be hired to evaluate that portion of the track under the jurisdiction of the lease agreement (from the point of switch to the end of the leased track). The contractor will check for ground and track conditions and provide an estimate for the repairs or upgrades. The repairs could be as simple as replacing a few ties or more serious like replacing broken sections of rail or replacing a switch.
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Initial Site-Specific De-Inventory Report for Big Rock Point May 10, 2017
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