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Twin Cities Business - Short Lines, Big Problems http://tcbmag.com/news/articles/2017/June/short-lines,-big-problems "So we had to convert to truck. For us to make an investment in Morton we need to know this track will be improved. We're trying to stop an exodus of grain going by our door. This elevator is extremely important to this community." On a given afternoon, there are more people gathered at Morton's elevator than any place in town. It is the economic hub of the community, even though the trains don't load there. As Vaske explains the economics, any grain shipment over 60 miles should be by rail for the farmer to maximize return. That is why Harvest Land trucks crops 24 miles from Morton to the Canadian Pacific at Springfield rather than trucking to its destination. "When a farmer puts an acre of corn in and he's paying more to transport it to a shipper, it can cost 10 cents a bushel," explains MVRRA lobbyist Michael Beard. "That's $20 an acre that doesn't stay in Morton. That's $20,000 per farm family that leaves" The common wisdom is one agricultural railcar takes three to four trucks off the road. Morton's biggest employer that uses rail is Step -Saver Inc., which is relocating operations from Redwood Falls to take advantage of rail access and available commercial space. Step -Saver delivers salt to regional businesses via a customized system that moves it from truck directly to water softener. It imports salt by rail from Utah. From Morton, Step -Saver serves an area from South Dakota to Iowa to Alexandria, with a diverse customer base that includes Jennie -0, Target, Thompson Reuters and Michael Foods. Co-owner Chuck Steffl says good rail service is essential to his viability; trucking it in would create a cost penalty that would render his business uncompetitive. "If I had to truck my salt in, we wouldn't be here," he says. "Theoretically I don't have to be in Minnesota. I could be in South Dakota or Iowa." The risk to Morton is obvious. Failure to improve the western end of the railroad will result in either a catastrophic derailment, regulatory embargo or merely a decision by Wegner that his railroad can't generate a long-term return operating half -full cars at 7 mph. Without prospect of rehabilitation, the elevator's continued presence is in jeopardy and Steffl moves out. "Morton will suffer and continue to decline if we lose the railroad," says Rath. And each year the repairs cost more. "In 2003 all the work was estimated at $25 million," says Rath. "Today we've spent $30 million and need another $60 million. Inflation kills you" BACK TO ARTICLES [Close] 9 of 9 6/16/17, 11:35 AM