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Railway Age

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Last Updated: 02 July 2021

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General | Latest Info

Railway Age

EditorWilliam C. Vantuono
CategoriesTrade journal
FrequencyMonthly
PublisherSimmons-Boardman Publishing Corporation
First issue1856
CountryUnited States
Based inChicago
LanguageEnglish
Websitewww .railwayage .com
ISSN0033-8826
OCLC6973348
Twitter@railwayage
FacebookRailwayAge

December 16 2020 Class I, Freight, Freight Forecasting, Intermodal, News, Short Lines & Regionals, Switching & Terminal December 14 2020 Analytics, Class I, Freight, Freight Cars, M / W, Mechanical, News, Regulatory, Safety

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions

History

The magazine's original title was Western Railroad Gazette, and was renamed Railroad Gazette in 1870. In June 1908, after purchasing its chief rival, Railway Age, it changed its title to Railroad Age Gazette, then in January 1910, to Railway Age Gazette. In 1918, it shortened its name to its current title. Railway Review was merged into the Railway Age in 1927. Publications that have been merged into the Railway Age include American Railroad Journal, founded in 1832, renamed Railroad and Engineering Journal in 1887 by its then new owner / editor, Matthias N. Forney. It became American Engineer & Railroad Journal in 1883, then Railway Age Gazette, Mechanical Edition in June 1913 after its acquisition by Simmons-Boardman Publishing. It was renamed Railway Mechanical Engineer in 1916, and then Railway Locomotives & Cars. It was finally folded into Railway Age in 1975. In 1992, Railway Age acquired competing trade publication, Modern Railroads.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions

EXPERIENCED JOURNALISTS

As urban density rises globally, with the total number of urban kilometers travelled by passengers expected to triple by 2050, rail is increasingly being viewed as the mobility backbone of the future. At the same time, perceived urgency for action on climate change is incentivizing rail investment worldwide. The rail is considered one of the most energy-efficient means of transportation, with both passengers and freight accounting for only two percent of total transport energy demand. According to the International Energy Agency, rail transport daily consumes only 0. 6 % of global oil consumption and a little over 1 % of global electricity usage. It is also responsible for only 0. 3 % of global carbon emissions. Shifting passenger transport from energy-consuming cars and airplanes to rail significantly decreases net energy use and carbon emissions, helping mitigate the effects of climate change. Passenger Rail High capacity likewise accommodates increasing populations while helping to ease congestion, making rail travel fast and convenient for all. It is not surprising that new metro systems have opened in more than 40 cities since 2010 and new light rail systems have been launched in 65 cities worldwide. Because rail moves large volumes of people at faster speeds, and maximizes land use, it generates wider economic benefits. A 2016 survey of transport professionals, conducted by the University of Illinois at Chicagos Urban Transportation Center, for instance, found that transit workers believe significant passenger rail investment in the US leads to greater productivity, higher property values, and reduced costs for other transportation modes. A 2017 study for UK railway companies estimated that a £50 billion rail investment in the 2020s could yield around £84 billion of additional economic benefits to the country.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions

Reviews & endorsements

Financial Edge March 2020 discusses Cult of or being followed by Wall Street and incredible stock price metrics of Class Is, while posing the question of whether or not high flying equity values were prohibiting railroad loadings growth. As update, six of seven Class I's had hit 52-week high in late August / early September, even as loadings have been down YOY. But that is not the point of this segment. In July, private equity firm Blackstone made an offer to buy Kansas City Southern for 190 per share, causing a 15 % increase over the share price around the day the offer was make. By September, Blackstone had up its bid to 208 per share, which with assumption of debt round total deal size out to 23 billion. Within a few weeks, KCS rejected the offer and halt ongoing discussions with Blackstone. Now, it could be easy to target Blackstone as suffering from a bit of FOMO. Warren Buffet buys BNSF in 2009. Brookfield take Genesee & Wyoming private in 2019. Blackstone could easily feel left out and could see KSU as a way of entering into the rail market in advance of the post-pandemic turnaround. Call it Blackstone CEO and Co-Founder Steve Schwarzmans anxiety of influence from Warren Buffet. However, as convenient explanation that might be, that is the least interesting part of the story. KCS President and CEO Pat Ottensmeyer has discussed the current environment at KCS, his role in completion of USMCA and opportunities for growth in Mexico during the Railway Ages Rail Insights Conference and in his January 2020 Railway Age Railroader of Year interview; KCS CFO Michael Upchurch addrest similar sentiments when he present at Cowen and Company Transportation and Sustainable Mobility Conference in September. Takeaways: mix of nearshoring, industrial growth in Mexico, and labor rates that are less than those in China have KCS position for long-term period of growth. Concerns about KCS exclusivity in Mexico seem overblown, leaving KCS with government concession running to 2047. With contemplated expansion plans, many corporations have in Mexico Rail seem poised to benefit. KCS will be the primary beneficiary of that growth. Credit Blackstone for turning FOMO into early recognition of possibilities offered by KCS. However, real award and kudos go to the executive team of KCS, whose stock was 158 on July 30. A move to 208 per share would have represent 31. 6 % increase in price of common stock from July if KCS had accepted the offer. No one could have faulted KCS management for taking money and locking in returns for its shareholders. Management's bullishness on the value of the franchise, its potential for growth and firmness of those beliefs is something needed in North American Rail.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions

Sources

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions.

* Please keep in mind that all text is machine-generated, we do not bear any responsibility, and you should always get advice from professionals before taking any actions

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