New Territories - User contributions [en]

Pine Island and Bridgewater Railway

2026-07-14T05:52:46Z

CentralTexas:

The Pine Island and Bridgewater Railway (Reporting Mark PIBR, stylized as Pine Island & Bridgewater Railway or PI&B) is a major regional railway in [[New Territories]]. As of March 2025, it is the only railroad in the country with direct interchanges with both other railroads in the country, the ASER and BIRM. Operating over 60 miles of track, it is the largest railroad by track mileage in the country. It is operated as a customer cooperative, the only railroad in New Territories to do so.

The PIBR is a critical link in the New Territories railroad system, as it currently serves as the only connection to the wider North American railroad network through the Pine Island Rail Barge Dock. The PIBR therefore handles all railcars bound for and from the North American mainland, and is responsible for interchanging them with the ASER and BIRM, New Territories' other major railroads. Due to its critical role as a bridge line between the North American and New Territories railroad networks, it moves more railcar loads than any other railroad in the country.

The PIBR largely operates within Copper Mountain Riding, with only a small section extending to Bridgewater and Reno reaching into Lichii Riding. Along with the ASER, the PIBR has a major presence in the Franconia-Ashwood metropolitan area, the largest population center in New Territories. The Franconia-Ashwood metro area accounts for the majority of PIBR's non-interchange customer base. PIBR is also the sole operator of the Port of Pine Island. In addition to the rail barge service, this port primarily handles intermodal container and inbound crude oil business. Grain transloading facilities are also planned for the port.

== History ==

=== The Franconia Charter (1901-1904) ===
The PIBR is the oldest continually operating railroad in the country, and the only major railroad that was not created as the result of a buyout, merger, or government takeover. New Territories Chancellor Sam Wendover chartered the railroad to run south out of Pine Island, the original colony of New Territories, and to reach Bridgewater Colony. The charter went into effect January 1st, 1901 to the original owner, Ennis Franconia of Franconia Logistics Corporation. New Territories militia construction teams constructed the original line from Pine Island to the logging outpost of Shady Grove, reaching said town by 1904. Regular operations began immediately in 1904.

=== Early Growth (1904-1910) ===
Logging operations in Shady Grove were proving quite lucrative for the Pine Island and Bridgewater Railway. Multiple trains of raw timber were sent to the port at Pine Island daily. New Territories militiamen continued construction south to Bridgewater, though challenging terrain and DeHatten Indian attacks made this a painfully slow ordeal. The crew reached Mountfield Colony by 1906 and Birdwell Colony by 1908. Finally, the railroad reached Bridgewater Colony in 1910. The line was promptly extended a kilometer east to Reno, where a connection was made with the Red Mesa & Sargent River Railroad (RMSR), now the Bridgewater and Red Mesa Railroad (BIRM).

=== Competition and PI&A Buyout (1910-1916) ===
Once the connection to the RMSR was completed, growth on the PI&B was turbocharged. Franconia Logistics Corp. began eyeing opportunities for expansion. The obvious target was the rapidly-growing Ashwood Colony. One company stood in the way, though: the Pine Island and Ashwood Railway (PIAR), which had been chartered in 1880 to connect the two colonies. Though the PIAR offered an extremely direct route to Ashwood, the PIBR decided to take a significant risk and build a competing line. This culminated in the construction of what is now the Copper Mountain District, a 7-mile east-west line straight through its namesake mountain range connecting Shady Grove to Ashwood.

Despite challenging grades, particularly on approach to Ashwood, the line was an immediate success. The PIBR began siphoning away carloads from the PIAR, causing it to file for bankruptcy in 1916. Their contract was transferred by the New Territories government to the PIBR, who took over operations. Most traffic between Ashwood and Pine Island was immediately moved to the former PIAR due to the gentler grades and shorter routing, making the new Copper Mountain Line redundant except for traffic from Ashwood to Shady Grove. This legacy of redundancy and deferred maintenance on what is now the Copper Mountain District continues to this day.

=== Maturing Operations and Signaling (1916-1941) ===
By now, the PIBR was a major player in the New Territories railroad network. In 1919, a signal system was established on what was then known as the Ashwood Line, being the PIAR trackage. This consisted of single-direction automatic block signaling and signal towers at Pine Island, Northeast Junction, Fauntleroy, Pine Lodge, and Newcastle. Semaphore signals were employed in this original system. This was joined in 1921 by bi-directional semaphore signaling between the new Sterry Town and Shady Grove. Track from Sterry to Northeast Junction and all track south and west of Shady Grove was still dark territory controlled by train orders.

The railroad remained fairly stagnant throughout the 1920s. Bi-directional automatic block semaphore signaling began to be installed north out of Bridgewater starting in 1927, reaching Birdwell by 1931. The 1930s began with the groundbreaking of construction on yet another new line in 1930. The Birdwell Line would run from its namesake colony northward to Ashwood by way of Fort Ash. Construction progressed rapidly, and was complete by 1933. This eased significant pressure on the Birdwell-Shady Grove section of track. A signal tower would be installed in Birdwell to dispatch trains in all directions. Construction of the new Westfalia Line to its namesake town would begin in 1933 and lasted until 1935 when the railroad reached said town.

=== The Wartime Era (1941-1966) ===
Though Ennis Franconia passed away in 1933, his son Ennis Franconia Jr. continued operating Franconia Logistics Corp. World War II saw increased United States interest in New Territories as a military position. The country began to address the numerous weak points of the railroad network. In 1942, bi-directional automatic block signaling was installed between Northeast Junction and Sterry, as well as between Shady Grove and Birdwell. This marked the first use of searchlight signaling on the PIBR. The majority of these 1942 signals remain in service as of 2025, though some locations near Mountfield and Birdwell have since received new hardware after various calamities occurred.

The maturing PIB acquired its first diesel locomotives in 1950. This brought in an era of significant modernization to some portions of the railroad. The passenger-focused Ashwood Line was quickly becoming overcrowded by passenger and local freight operations, so the Copper Mountain Line was given a major overhaul. It became the first trackage in New Territories to receive Centralized Traffic Control (CTC) technology in 1958. Bridgewater also received an experimental CTC control point in 1961. Most of this original hardware remains in service to date.

Despite this modernization, the railroad began to struggle into the 1960s. Automobile competition caused a sharp decline in passenger numbers at the beginning of the decade as significant investment was poured into the country's highway network. Additionally, the PIBR was experiencing major mechanical issues with their new diesel locomotives. Those factors coupled with the expensive thorough upgrades to signal systems led to a major drop in capital and maintenance funds. Track conditions system-wide dropped significantly, to the point where a run from Pine Island to Bridgewater took "the majority of a day" according to some employees. Funding for the railroad system was also at an all-time low in the mid-1960s as money was secretly being diverted to Daisy's Rebellion, a major plan to topple United States rule following a series of restrictive laws imposed upon New Territories.

=== Post-Rebellion and the Co-Op (1966-1974) ===
Daisy's Rebellion brought massive changes to New Territories. The newly independent country needed to wholly fund its own infrastructure. The railroads, an extremely critical part of the nation's infrastructure, needed particular attention. Just days after 1966, Chancellor Daisy Lemieux personally ordered Ennis Franconia, Jr. to "fix up your damn railroad by New Year 1967 or else." Threatened by likely revocation of their operating charter, Franconia Holdings began earnestly pouring capital into the railroad, though their overzealousness was ultimately in vain. Franconia Holdings filed for bankruptcy in June of 1966.

Despite Daisy's commands, she and Ennis Jr. maintained an extensive working relationship and they worked desperately to save the beloved PIBR. They ultimately crafted a plan which would structure the PIBR unlike any other railroad in the world; a co-op. On August 1st, 1967, the new PIBR Co-Operative became operational. A five-person board of directors was established, with Ennis Franconia, Jr. occupying one seat while other railroad executives initially occupied the others. Customers would pay dues per carload, which would be put into a general fund for operations, salaries, maintenance, and capital improvement. No profit would be accrued, excess funds not allocated for capital improvements were to be paid back to the customers. Daisy and the New Territories Rail Link, the newly formed railroad land trust, agreed to give the PIBR co-op two years. If operations failed to improve, the railroad would lose its charter.

The railroad updated its nomenclature. The lines were renamed as follows:
{| class="wikitable"
|+PIBR Line Names
!Line Location
!Pre-1967 Name
!Post-1967 Name
|-
|Ashwood-Pine Island
|Ashwood Line
|North District
|-
|Northeast Junction-Reno
|Main Line
|Wolf River District
|-
|Shady Grove-Ashwood
|Copper Mountain Line
|Copper Mountain District
|-
|Birdwell-Ashwood
|Birdwell Line
|South District
|-
|Ashwood-Westfalia
|Westfalia Line
|West District
|}
This new operating model was an instant and massive success. The high-carload Broken Back Iron Ore and Co. eagerly funded improvements to the Bridgewater-Pine Island mainline. By 1974, CTC was installed and operational between Reno and Birdwell, as well as at Sterry and Northeast Junction. Iron ore traffic increased during this period to three daily round trips, a figure which holds constant to date.

=== New Territories Passenger Rail (1974-1980) ===
Traffic congestion in New Territories reached an all-time high in the early 1970s. As such, the New Territories government began searching for alternative transportation options. Inspired by Amtrak in the United States, New Territories Rail Link began funding passenger service. Unlike Amtrak, which directly operated passenger service, NTRL would provide subsidies to the freight railroads to operate the trains directly. Two routes were planned on the PIBR, Ashwood to Pine Island and Ashwood to Sterry via Shady Grove. Work began immediately on sweeping upgrades to the North District to accommodate the Ashwood to Pine Island route. Work began to double track the line from Fauntleroy to Newcastle in 1974. Simultaneously, track from Northeast Junction to Fauntleroy was converted from single-direction to bi-directional signaling during which the semaphore signals on the line were removed. Installation of continuous welded rail began across the entire line, the first time such technology was deployed on the PIBR. All interlocking towers were removed and cut over to CTC in 1978. Work was completed in 1979, and after a testing period, the new North Regional passenger service began operation on October 29th, 1979. This used a set of three Budd RDC diesel multiple units previously owned by PIBR. These units remain in service on the route as of 2025, with no suitable replacement being available in the New Territories rolling stock market.

Work did not progress as smoothly on the proposed Ashwood-Sterry Line. Local pushback as well as a declining population in Shady Grove led to the slow-moving project being tabled permanently in 1978. The only work done specifically for the project was the re-signaling of Shady Grove. This led to the PIBR's last interlocking tower being taken offline in 1979 when the new signal hardware was cut in, after much delay. Ultimately, a passenger service to Sterry and beyond was provided by the Ashwood Southeastern Railroad instead.

=== Intermodal Era (1980-1999) ===
With passenger rail faltering nationwide by 1980, New Territories, especially Copper Mountain Riding, looked to other methods for reducing traffic congestion. Copper Mountain Riding officially formed its own Transportation Cabinet with the express goal of rationalizing the transportation network in the increasingly-overcrowded riding. The new Copper Mountain Department of Transportation (CMDOT) was formed to oversee the riding's transportation network as a whole. This included taking control of the highway system in the riding away from the politically-gridlocked federal government. The Transportation Cabinet also created the Copper Mountain Transportation Authority (CMTA) to take over operations of the faltering Ashwood Transit Authority (AWTA) subway system and provide unified bus service in Copper Mountain Riding. CMTA MetroRail and MetroBus operations officially began in 1983.

While much of CMDOT and CMTA's focus was on the highway and public transportation system, freight railroads were seen as a viable alternative to truck traffic, a major contributor to congestion on New Territories' under-developed highway system. With funding for new road construction all but gone, CMDOT determined that additional investment in the New Territories freight rail network would be far more cost-effective. In 1981, CMDOT, in conjunction with the Ports of Ashwood and Pine Island, began planning for a comprehensive intermodal shipping network in New Territories. By 1983, a plan was approved calling for two ship-to-rail terminals, one at the Port of Pine Island and one at the Port of Ashwood. This would provide critical redundancy in case of either port being rendered inoperable. Additional rail intermodal terminals were constructed in Quincy, Garrison, and Bridgewater. Here, shipping containers could be transloaded to trucks for last-mile transportation. All intermodal facilities were complete by 1986, with the first ship docking on August 15th of that year.

The PIBR was given exclusive access to the Pine Island intermodal ramp, while the PIBR and ASER shared access to the Ashwood ramp. Currently, PIBR's primary intermodal business consists of shuttling containers between the two intermodal ramps, with limited service provided to the comparatively small Bridgewater ramp. PIBR took delivery of a new fleet of six EMD GP60 and three EMD GP60B locomotives intended, though not exclusively used for, intermodal service. Due to increased shipping capacity, Pine Island quickly outpaced Ashwood as the primary intermodal port of entry. This increased funding allowed the PIBR to invest heavily in infrastructure and motive power throughout the 1990s. Considerable portions of the North and Wolf River districts were rebuilt to higher standards, allowing for considerably faster speeds in some locations. PIBR also took delivery of a fleet of EMD SD60s in 1997, purchased new from EMD at a steep discount due to the introduction of the more modern SD70 in 1992.

=== Passenger Rail in Crisis (1999-2001) ===
New Territories Rail Link, which had previously been providing 80% of funding for the North Regional passenger service, received a considerable budget cut in the 1999 fiscal year after being used as a political pawn. PIBR, already contributing the remaining 20% of funding for the service, though also making back about 70% of their investment in fare revenue, announced a suspension of service effective October 1st, 2000 if alternative funding could not be secured. The PIBR also announced that the daily Wolf River Zephyr passenger train operating between Pine Island and Red Mesa by way of the BIRM, would be suspended on January 1st, 2001 if additional government funding could not be secured.

The City of Pine Island publicly condemned the discontinuation of both services. Pine Island, being located on a small barrier island, had a limited road network and encouraged the many day workers with jobs on the primarily industrial island to use the North Regional as a commuter service. The Pine Island City Council approved an emergency funding gap to cover North Regional operations from October 1st, 2000 until November 7th, 2000. That date marked the 2000 General Election in Copper Mountain Riding, which included a ballot measure to allow Copper Mountain Transit Authority (CMTA) to begin subsidizing PIBR passenger operations. The vote passed with just 54% approval. The Wolf River Zephyr and North Regional continued operations under the new funding structure and are still in service today. The North Regional was renamed the North Slope Flyer in order to scrub the NTRL affiliation, avoid confusion with the Ashwood Southeastern (ASER)'s new East Regional program that NTRL began to fund, and to restore the historical name for Ashwood-Pine Island service before it was cut in 1964.

=== Contemporary PIBR (2001-Present) ===
By the 2010's, the PIBR began to suffer from a lack of capital investment. Coal exports, at the time a major portion of PIBR's business, had slowed considerably with the closure of the Winworth Mine in 2004. Iron ore and lumber traffic also tumbled as New Territories weathered the effects of the 2008 financial crisis. A pervasive attitude of tradition and maintenance of the status quo had also set in amongst the board of directors, fearing increased investment would ultimately lead to higher shipping rates for the railroads' many struggling customers. By 2011, it had been over 30 years since any major capacity or signaling improvements had been done on the PIBR. This problem came to a head in April of 2012 when Del Mar Junction, a major interlocking near Ashwood Union Station, failed catastrophically, causing significant delays to the over 50 freight and passenger trains using the interlocking daily. In June of 2012, PIBR announced plans for upgrades to several interlockings following this incident, including Del Mar Junction, Port Junction, and Northeast Junction. Signal logic was brought up-to-date and capacity improvements were achieved through reconfiguration of several switches.

In 2023, plans for the double-tracking of Sterry Pass were announced. This single-track pass featuring some of the steepest grades on the PIBR mainline was a major operational bottleneck which had the potential to cause catastrophic knock-on delays on the entire route. Work began in 2024 and was complete by early 2026. This project prompted the removal of the semaphore signals on the PIBR, the last operational in New Territories.

Today, a distinct lack of capital and maintenance investment has led the PIBR to be widely considered the most archaic railroad in New Territories. With the railroad's newest locomotives dating from 1997, most portions of the signal system dating from the 1970s and earlier, and remaining widespread use of jointed rail and telegraph lines, a lack of capital investment becomes clear. Some critics have even dubbed the railroad the "Franconia Family Garden" alluding to the name of the original owner and the large quantity of weeds found on many portions of the PIBR. Others have dubbed the railroad the "Prehistoric Infrastructure & Barely Running" as a play on the PIBR acronym.

== Railyard Operations ==
The Pine Island and Bridgewater Railway is largely structured around the two major railyards in the railroad's namesake cities: Pine Island and Bridgewater. Located roughly halfway between Pine Island and Bridgewater, Takoma Park Yard serves as the principle base of operations for last-mile switching in the Franconia-Ashwood metro area. Together, these three yards handle virtually all carloads on the railroad. Three smaller yards; Newcastle, Birdwell, and Shady Grove, serve as secondary bases of operations for other clusters of customers.

=== Pine Island Yard ===
This is the largest railyard on the PIBR and the largest in New Territories overall. This yard is home to the Pine Island Rail Barge Dock, the only connection to the North American mainland railroad network. As a result, virtually all manifest carloads bound for New Territories are classified in this yard. This is the only yard on the PIBR with around-the-clock operations, typically with at least two separate active switching jobs. In addition to manifest traffic, a considerable portion of New Territories' intermodal traffic is handled by this yard. A three-track crude oil terminal is also present which currently ships oil to the New Territories Oil Company refinery in Bow Creek, Ashwood, CM. Dredging operations, as part of ongoing maintenance of the Port of Pine Island, also generates some carloads for the PIBR as dredge sand is regularly shipped to multiple customers nationwide.

=== Bridgewater Yard ===
Bridgewater yard serves as the primary interchange point for general freight carloads between the PIBR and Bridgewater and Red Mesa Railroad (BIRM). The yard additionally hosts the small '''Br'''idgewater '''I'''n'''t'''ermodal '''T'''erminal ('''BRITT'''). Run-through trains between the PIBR and BIRM have become increasingly common; Bridgewater and surrounding locations serve as a major crew change point, as PIBR and BIRM crews are not qualified to operate on the other companies' railroads except in the immediate vicinity of the yard. A small locomotive maintenance shop is also in operation at Bridgewater Yard.

=== Takoma Park Yard ===
Takoma Park Yard is a stub-end yard located in the Belvedere neighborhood of Franconia adjacent to Fort Takoma. This yard handles most general freight carloads for the Franconia-Ashwood metropolitan area and the West District. Historically, the yard served as critical defense infrastructure due to its proximity to Fort Takoma. While a rail spur still exists into the fort, its strategic importance has been far diminished as military operations at the fort have been drastically downsized. A major railcar repair shop and locomotive maintenance shop is also in operation at Takoma Park Yard.

=== Newcastle Yard ===
Newcastle Yard, located on the north side of Ashwood, is primarily used to stage carloads to and from the West District and the Bow Creek/Adalida Island industrial complex found along it. In rare cases, it can also be used as an overflow for Takoma Park in times of low capacity.

=== Birdwell Yard ===
This yard is shared with the Ashwood Southeasten Railroad (ASER). Both railroads use this yard as a secondary base of operations for switching customers in the Birdwell area. The ASER uses this yard and trackage rights from Franconia on the Ashwood Terminal District to access their Birdwell Branch.

=== Shady Grove Yard ===
This yard primarily exists to serve the Shady Grove Paper Company's mill in the city. This remains one of the PIBR's highest-volume general freight customers, receiving rail service seven days per week.

== Major Incidents ==

* On September 1st, 1999, a North Regional passenger train collided with a school bus in Port Avalon, CM. The bus had been conducting its required stop before the railroad crossing, when a tank truck carrying gasoline rear-ended it at nearly 60mph. The truck pushed the bus forward onto the grade crossing; at nearly the same moment the grade crossing warning devices activated. The tank truck, jack-knifed in the collision, immediately burst into flames; gasoline which had been thrown onto the school bus also ignited the bus itself. 18 seconds after the crossing warning devices activated, the northbound North Regional slammed into the bus, causing a large fireball. The bus was carried some distance down the tracks before the train derailed, scattering the fiery remains of the bus over several hundred meters. 22 children on the bus were killed, with only one child and the bus driver surviving with injuries having jumped out the front window 1.5 seconds before impact by the train. 13 people received minor injuries on the train. The accident was determined to have been caused by the truck driver's failure to see the bus; the thick fog conditions present at the time may have contributed to his reduced visibility. Following the disaster, buses are no longer required to stop at railroad crossings in New Territories when the road speed limit is 40mph or greater and active warning devices are installed, as the risk of a high-speed rear-end collision was deemed to outweigh the benefit of stopping at crossings with active warning devices.
* On October 25th, 2024, a Pine Island and Bridgewater Railway (PIBR) office-car train [[Apache Train Wreck of 2024|plunged off an under-construction bridge]] on the Bridgewater and Red Mesa Railroad (BIRM) in the village of Apache. The train was not authorized to run on the BIRM at the time.
* On February 20th, 2025, a Pine Island and Bridgewater Railway (PIBR) ballast rock train [[Deadwood Train Wreck of 2025|collided with a New Territories Highway Patrol squad car]] on the [[New Territories Route 20]] grade crossing in [[Deadwood]]. The collision resulted in a fire and fuel explosion which significantly damaged the road and railroad infrastructure, as well as some nearby buildings.
* On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train [[Franconia Train Wreck of 2025|collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train]] one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train.

[[Category:Railroads]]

Pine Island and Bridgewater Railway

2026-07-14T05:37:54Z

CentralTexas:

Pine Island and Bridgewater Railway

2026-07-14T05:16:19Z

CentralTexas:

Pine Island and Bridgewater Railway

2026-07-14T04:11:28Z

CentralTexas:

Pine Island and Bridgewater Railway

2026-07-14T03:59:59Z

CentralTexas:

Apache Train Wreck of 2024

2025-11-07T20:26:00Z

CentralTexas:

On October 25th, 2024, a Pine Island and Bridgewater Railway (PIBR) office-car train plunged off an under-construction bridge on the Bridgewater and Red Mesa Railroad (BIRM) in the village of Apache. The train was not authorized to run on the BIRM at the time.

== Incident ==
[[File:BIRM Apache Curve.png|thumb|337x337px|The location of the wreck directly west of the village of Apache.]]
A PIBR office-car train (OCS) was in that railroad's Bridgewater Yard, located some one kilometer west of the village of Apache. The train consisted of one EMD GP40-2 and a Comet I passenger cab car. Several top PIBR executives were aboard the train; several demanded that the train run down the BIRM so that the executives could inspect recent construction along the line. The engineer and conductor initially refused to perform this move, as it would not be authorized by BIRM. While it is not clear who forced their hand, they were overruled and allegedly threatened by intoxicated executives with unemployment if they chose not to comply. The exact situation leading up to the wreck is one of the greatest mysteries in New Territories railroading history. The train began rolling out of Bridgewater Yard and soon passed a stop signal at Control Point Reno, entering BIRM trackage without authority to do so.

At the same time, a work gang on the BIRM was preparing to demolish a section of bridge for replacement near Apache. With no trains operating on the BIRM at the time, this was assumed to be safe without trackside warning markers of any kind.

As the BIRM work gang dismantled a section of bridge and let it fall to the ground, the PIBR OCS came into sight, estimated to be traveling at nearly 40 mph. Despite an emergency brake application, the train plummeted into the gap left by bridge demolition at nearly full speed.

An executive on the OCS who was anonymously interviewed by The Ashwood Times after the incident recounted:

<small>"One moment we were cheerfully conversing in the club car, and the next moment, we were all swimming for our lives. The club car filled with water, as we all swam for the doors and windows. Miraculously, we all made it out. Most of us weren't badly hurt, just wet and startled."</small>

Despite the speed of the derailment, the locomotive and cab car landed in water and soft, thick mud, cushioning the impact. Damage to the equipment was thus fairly minimal, and with on-site repair so that it could roll again, it was transferred back to the railroad's Bridgewater shops for full repair. There were varying accounts of the number of persons aboard the train; however, it is known that everyone survived without critical injury.

== Investigation ==
An investigation was internally launched by the PIBR and BIRM, though a report was never publicly released. It is believed that the companies privately settled due to close interpersonal relations between the two companies' leaders, as some amount of blame could be placed on each company. New Territories law enforcement was blocked by armed BIRM security guards from reaching the wreck site, so an external investigation never came to fruition, prompting public outcry. ''The Ashwood Times'' led their own investigation, featuring anonymous interviewees; however, lack of public and government interest in the wreck led to a lack of further public notoriety.

Apache Train Wreck of 2024

2025-11-07T20:24:16Z

CentralTexas: Created page with "On October 25th, 2024, a Pine Island and Bridgewater Railway (PIBR) office-car train plunged off an under-construction bridge on the Bridgewater and Red Mesa Railroad (BIRM) in the village of Apache. The train was not authorized to run on the BIRM at the time. == Incident == The location of the wreck directly west of the village of Apache. A PIBR office-car train (OCS) was in that railroad's Bridgewater Yard, located some o..."

On October 25th, 2024, a Pine Island and Bridgewater Railway (PIBR) office-car train plunged off an under-construction bridge on the Bridgewater and Red Mesa Railroad (BIRM) in the village of Apache. The train was not authorized to run on the BIRM at the time.

== Incident ==
[[File:BIRM Apache Curve.png|thumb|337x337px|The location of the wreck directly west of the village of Apache.]]
A PIBR office-car train (OCS) was in that railroad's Bridgewater Yard, located some one kilometer west of the village of Apache. The train consisted of one EMD GP40-2 and a Comet I passenger cab car. Several top PIBR executives were aboard the train; several demanded that the train run down the BIRM so that the executives could inspect recent construction along the line. The engineer and conductor initially refused to perform this move, as it would not be authorized by BIRM. While it is not clear who forced their hand, they were overruled and allegedly threatened by intoxicated executives with unemployment if they chose not to comply. The exact situation leading up to the wreck is one of the greatest mysteries in New Territories railroading history. The train began rolling out of Bridgewater Yard and soon passed a stop signal at Control Point Reno, entering BIRM trackage without authority to do so.

At the same time, a work gang on the BIRM was preparing to demolish a section of bridge for replacement near Apache. With no trains operating on the BIRM at the time, this was assumed to be safe without trackside warning markers of any kind.

As the BIRM work gang dismantled a section of bridge and let it fall to the ground, the PIBR OCS came into sight, estimated to be traveling at nearly 40 mph. Despite an emergency brake application, the train plummeted into the gap left by bridge demolition at nearly full speed.

An executive on the OCS who was anonymously interviewed by The Ashwood Times after the incident recounted:

<small>"One moment we were cheerfully conversing in the club car, and the next moment, we were all swimming for our lives. The club car filled with water, as we all swam for the doors and windows. Miraculously, we all made it out. Most of us weren't badly hurt, just wet and startled."</small>

Despite the speed of the derailment, the locomotive and cab car landed in water and soft, thick mud, cushioning the impact. Damage to the equipment was thus fairly minimal, and with on-site repairs, it was transferred back to the railroad's Bridgewater shops for repair. There were varying accounts of the number of persons aboard the train; however, it is known that everyone survived without critical injury.

== Investigation ==
An investigation was internally launched by the PIBR and BIRM, though a report was never publicly released. It is believed that the companies privately settled due to close interpersonal relations between the two companies' leaders, as some amount of blame could be placed on each company. New Territories law enforcement was blocked by armed BIRM security guards from reaching the wreck site, so an external investigation never came to fruition, prompting public outcry. ''The Ashwood Times'' led their own investigation, featuring anonymous interviewees; however, lack of public and government interest in the wreck led to a lack of further public notoriety.

File:BIRM Apache Curve.png

2025-11-07T20:23:37Z

CentralTexas:

BIRM Apache Curve where a spectacular wreck occurred

All Pages

2025-11-07T20:01:22Z

CentralTexas: /* Train Wrecks */

=== Cities/Towns ===

* [[Ashwood]]
* [[Quincy]]

=== Railroads ===

* [[Ashwood Southeastern Railroad]]
* [[Bridgewater Red Mesa Railroad]]
* [[Pine Island and Bridgewater Railway]]

=== Locations ===

* [[Six Flags Ashwood]]

=== Categories ===

* [[:Category:Railroads|Railroads]]

=== Miscellaneous ===
* [[Main Page]]
* [[New Territories]]

=== Train Wrecks ===
* [[Franconia Train Wreck of 2025]]
* [[Deadwood Train Wreck of 2025]]
* [[Apache Train Wreck of 2024]]

Deadwood Train Wreck of 2025

2025-11-07T19:53:22Z

CentralTexas: Created page with "On February 20th, 2025, a Pine Island and Bridgewater Railway (PIBR) ballast rock train collided with a New Territories Highway Patrol squad car on the New Territories Route 20 grade crossing in Deadwood. The collision resulted in a fire and fuel explosion which significantly damaged the road and railroad infrastructure, as well as some nearby buildings. == Collision == File:NT-20 at ASER.png|thumb|358x358px|The site of the collision as of November 7th, 2025. The hot..."

On February 20th, 2025, a Pine Island and Bridgewater Railway (PIBR) ballast rock train collided with a New Territories Highway Patrol squad car on the New Territories Route 20 grade crossing in Deadwood. The collision resulted in a fire and fuel explosion which significantly damaged the road and railroad infrastructure, as well as some nearby buildings.

== Collision ==
[[File:NT-20 at ASER.png|thumb|358x358px|The site of the collision as of November 7th, 2025. The hotel which caught fire is seen in the background.]]
PIBR X130 was transporting ballast across the New Territories railroad system. This train did not have a set destination, rather it was being run for acceptance testing of new rolling stock. At the time of the collision, the train was operating on the Ashwood and Southeastern Railroad (ASER) East District.

This uncommon train operation, a PIBR train running on ASER trackage, had attracted the attention of many New Territories railroad enthusiasts. One such railroad enthusiast, who had previously been filming the train with a tripod-mounted camcorder, decided to climb onto one of the ballast cars in order to ride the train. This enthusiast rode the train for much of its trip; he managed to attract the attention of a New Territories Highway Patrolman in the town of Fauntleroy. The patrolman attempted to apprehend the enthusiast by shooting snowballs, eggs, and arrows at him. His efforts were in vain.

As the train entered the ASER and approached Deadwood, the patrolman attempted to alert the train crew to stop by parking his squad car on the tracks in Deadwood. The train, approaching the squad car on a blind corner, failed to see it in enough time to stop. Despite an application of full service braking, the train struck the squad car at approximately 15mph. The car immediately erupted into flames which spread to the train's lead locomotive and vegetation around the crossing. The PIBR train crew bailed out of the train, but not before the conductor received severe burns. Moments after the crew members escaped, the wreckage of the squad car exploded, leaving a crater in the road and railroad tracks. Meanwhile, the fire spread to a nearby hotel, prompting its evacuation. The Sterry-Deadwood Fire Protection District (STDFPD) responded and contained the fire within two hours.

== Investigation and Aftermath ==
The PIBR, ASER, and New Territories Highway Patrol launched a joint investigation into the incident. The PIBR and ASER were not found at fault for the incident, as the patrolman deliberately parked on the tracks and the active warning devices at the road crossing were functioning properly at the time of the collision.

The suspect on the train was never identified, but was pre-cleared of any wrongdoing for the incident.

The PIBR, ASER, City of Deadwood, and damaged hotel all filed suit against the New Territories Highway Patrol for the damages incurred; PIBR for the medical bills of X130's conductor and the lead locomotive of the train which was deemed a total loss, ASER for the damage to track and signal equipment, the City of Deadwood for damaged vegetation and sidewalks, and the hotel for damage to their property. The case was settled with 2,100,000E$ awarded to the PIBR conductor, 900,000E$ awarded to PIBR for loss of their locomotive, 650,000E$ awarded to ASER for equipment damage, 520,000E$ awarded to the hotel for repairs and lost business, and 90,000E$ awarded to the City of Deadwood for sidewalk repairs and vegetation replacement. NTDOT also received an interagency funds transfer from the Highway Patrol for damage to the national highway infrastructure, including pavement and street lighting. This payment totaled 70,070E$. The New Territories Highway Patrol was placed in deep financial instability due to this payout, and was forced to fire 17 patrolmen to compensate. An expanded speed camera program on national highways partially offset the loss in traffic enforcement patrolmen.

The nearby hotel was repaired and reopened some months after the incident.

File:NT-20 at ASER.png

2025-11-07T19:52:22Z

CentralTexas:

NT-20 at ASER

All Pages

2025-11-07T19:25:01Z

CentralTexas:

All Pages

2025-11-07T19:23:05Z

CentralTexas:

All Pages

2025-11-07T19:22:50Z

CentralTexas:

Franconia Train Wreck of 2025

2025-11-07T19:21:01Z

CentralTexas:

On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train. Contributing to the collision was the lack of a train protection system.

== Background ==
The Pine Island and Bridgewater Railway's Wolf River District runs for approximately 27 miles between the Pine Island Iron Ore Dock and an interchange point with the Bridgewater and Red Mesa Railway (BIRM) at a location known as Reno, approximately one kilometer east of Bridgewater. Traffic on the Wolf River District consists primarily of iron ore trains running between the BIRM interchange and the ore dock in Pine Island. The line also hosts general freight traffic as well as other miscellaneous trains. At the time of the collision, ASER also operated local freights between Bridgewater Yard and Mountfield, where an ASER line connects to the Wolf River District.

The Wolf River District is protected by a signal system consisting of a mix of automatic and manually-controlled signals. The section of track where the collision occurred featured primarily manually-controlled signals with automatic signals located in between manually-controlled points.

== Collision ==
[[File:FranconiaWreck.png|thumb|582x582px|Diagram of the collision showing signals leading up to the wreck. Irrelevant signals have been omitted for clarity.]]
Franconia is located at one end of a kilometer-long section of double track where trains commonly pass one another. Train PIBR B221, a northbound empty iron ore train running between Reno and the Pine Island Iron Ore Dock, had stopped on Track 1 at a red stop signal at Control Point Franconia to wait on opposing train traffic.

Meanwhile, the ASER local, with symbol L-EV02, was given a ''limited'' signal to depart Bridgewater Yard at Control Point Bridgewater. A ''limited'' signal states that a train may proceed, but must not exceed 30mph and must prepare to stop at the next signal. The train was then shown another ''limited'' signal at Control Point Dysinger, the beginning of the section of double track extending to Franconia. The train's exact speed was unknown at this time. Signal 264|1 located another 750 meters beyond Dysinger was showing ''restricting stop''. This signal indicates that a train must stop at that signal, but then may proceed at a very slow speed which would allow it to stop short of any other train occupying the track.

L-EV02 did not heed Signal 264|1 and continued past it. It then struck the rear of B221 at a high rate of speed. The lead locomotive as well as several of B221's iron ore cars derailed. No injuries occurred during the collision. The single locomotive on L-EV02 had a minor fuel leak.

== Investigation ==
The Pine Island and Bridgewater Railway '''''immediately''''' launched an investigation into the derailment. The signal system was tested and found to be functioning properly with the correct indications displayed. This was confirmed by the onboard camera on the ASER locomotive; ASER is the only railroad in New Territories that equips its locomotives with such technology. With this information, the PIBR determined that the accident was caused by the ASER crew's failure to obey the wayside signals protecting the rear of B221.

Contributing to the collision was the lack of a train protection system on the track where the collision occurred. As of November 2025, PIBR is actively installing Inductive Intermittent Automatic Train Stop (IIATS) technology on the Wolf River District, which will automatically trigger the emergency brakes on a train should it pass a stop signal.

Franconia Train Wreck of 2025

2025-11-07T19:20:34Z

CentralTexas:

On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train. Contributing to the collision was the lack of a train protection system.

== Background ==
The Pine Island and Bridgewater Railway's Wolf River District runs for approximately 27 miles between the Pine Island Iron Ore Dock and an interchange point with the Bridgewater and Red Mesa Railway (BIRM) at a location known as Reno, approximately one kilometer east of Bridgewater. Traffic on the Wolf River District consists primarily of iron ore trains running between the BIRM interchange and the ore dock in Pine Island. The line also hosts general freight traffic as well as other miscellaneous trains. At the time of the collision, ASER also operated local freights between Bridgewater Yard and Mountfield, where an ASER line connects to the Wolf River District.

The Wolf River District is protected by a signal system consisting of a mix of automatic and manually-controlled signals. The section of track where the collision occurred featured primarily manually-controlled signals with automatic signals located in between manually-controlled points.

== Collision ==
[[File:FranconiaWreck.png|thumb|582x582px|Diagram of the collision showing signals leading up to the wreck. Irrelevant signals have been omitted for clarity.]]
Franconia is located at one end of a kilometer-long section of double track where trains commonly pass one another. Train PIBR B221, a northbound empty iron ore train running between Reno and the Pine Island Iron Ore Dock, had stopped on Track 1 at a red stop signal at Control Point Franconia to wait on opposing train traffic.

Meanwhile, the ASER local, with symbol L-EV02, was given a ''limited'' signal to depart Bridgewater Yard at Control Point Bridgewater. A ''limited'' signal states that a train may proceed, but must not exceed 30mph and must prepare to stop at the next signal. The train was then shown another ''limited'' signal at Control Point Dysinger, the beginning of the section of double track extending to Franconia. The train's exact speed was unknown at this time. Signal 264|1 located another 750 meters beyond Dysinger was showing ''stop and proceed''. As the name implies, this signal indicates that a train must stop at that signal, but then may proceed at a very slow speed which would allow it to stop short of any other train occupying the track.

L-EV02 did not heed Signal 264|1 and continued past it. It then struck the rear of B221 at a high rate of speed. The lead locomotive as well as several of B221's iron ore cars derailed. No injuries occurred during the collision. The single locomotive on L-EV02 had a minor fuel leak.

== Investigation ==
The Pine Island and Bridgewater Railway '''''immediately''''' launched an investigation into the derailment. The signal system was tested and found to be functioning properly with the correct indications displayed. This was confirmed by the onboard camera on the ASER locomotive; ASER is the only railroad in New Territories that equips its locomotives with such technology. With this information, the PIBR determined that the accident was caused by the ASER crew's failure to obey the wayside signals protecting the rear of B221.

Contributing to the collision was the lack of a train protection system on the track where the collision occurred. As of November 2025, PIBR is actively installing Inductive Intermittent Automatic Train Stop (IIATS) technology on the Wolf River District, which will automatically trigger the emergency brakes on a train should it pass a stop signal.

Franconia Train Wreck of 2025

2025-11-07T19:20:05Z

CentralTexas:

[[File:FranconiaWreck.png|thumb|361x361px|Diagram of the collision showing signals leading up to the wreck. Irrelevant signals have been omitted for clarity.]]
On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train. Contributing to the collision was the lack of a train protection system.

== Background ==
The Pine Island and Bridgewater Railway's Wolf River District runs for approximately 27 miles between the Pine Island Iron Ore Dock and an interchange point with the Bridgewater and Red Mesa Railway (BIRM) at a location known as Reno, approximately one kilometer east of Bridgewater. Traffic on the Wolf River District consists primarily of iron ore trains running between the BIRM interchange and the ore dock in Pine Island. The line also hosts general freight traffic as well as other miscellaneous trains. At the time of the collision, ASER also operated local freights between Bridgewater Yard and Mountfield, where an ASER line connects to the Wolf River District.

The Wolf River District is protected by a signal system consisting of a mix of automatic and manually-controlled signals. The section of track where the collision occurred featured primarily manually-controlled signals with automatic signals located in between manually-controlled points.

== Collision ==
Franconia is located at one end of a kilometer-long section of double track where trains commonly pass one another. Train PIBR B221, a northbound empty iron ore train running between Reno and the Pine Island Iron Ore Dock, had stopped on Track 1 at a red stop signal at Control Point Franconia to wait on opposing train traffic.

Meanwhile, the ASER local, with symbol L-EV02, was given a ''limited'' signal to depart Bridgewater Yard at Control Point Bridgewater. A ''limited'' signal states that a train may proceed, but must not exceed 30mph and must prepare to stop at the next signal. The train was then shown another ''limited'' signal at Control Point Dysinger, the beginning of the section of double track extending to Franconia. The train's exact speed was unknown at this time. Signal 264|1 located another 750 meters beyond Dysinger was showing ''stop and proceed''. As the name implies, this signal indicates that a train must stop at that signal, but then may proceed at a very slow speed which would allow it to stop short of any other train occupying the track.

L-EV02 did not heed Signal 264|1 and continued past it. It then struck the rear of B221 at a high rate of speed. The lead locomotive as well as several of B221's iron ore cars derailed. No injuries occurred during the collision. The single locomotive on L-EV02 had a minor fuel leak.

== Investigation ==
The Pine Island and Bridgewater Railway '''''immediately''''' launched an investigation into the derailment. The signal system was tested and found to be functioning properly with the correct indications displayed. This was confirmed by the onboard camera on the ASER locomotive; ASER is the only railroad in New Territories that equips its locomotives with such technology. With this information, the PIBR determined that the accident was caused by the ASER crew's failure to obey the wayside signals protecting the rear of B221.

Contributing to the collision was the lack of a train protection system on the track where the collision occurred. As of November 2025, PIBR is actively installing Inductive Intermittent Automatic Train Stop (IIATS) technology on the Wolf River District, which will automatically trigger the emergency brakes on a train should it pass a stop signal.

File:FranconiaWreck.png

2025-11-07T19:18:40Z

CentralTexas:

Diagram of the Franconia Train Wreck

Franconia Train Wreck of 2025

2025-11-07T19:06:27Z

CentralTexas:

On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train. Contributing to the collision was the lack of a train protection system.

== Background ==
The Pine Island and Bridgewater Railway's Wolf River District runs for approximately 27 miles between the Pine Island Iron Ore Dock and an interchange point with the Bridgewater and Red Mesa Railway (BIRM) at a location known as Reno, approximately one kilometer east of Bridgewater. Traffic on the Wolf River District consists primarily of iron ore trains running between the BIRM interchange and the ore dock in Pine Island. The line also hosts general freight traffic as well as other miscellaneous trains. At the time of the collision, ASER also operated local freights between Bridgewater Yard and Mountfield, where an ASER line connects to the Wolf River District.

The Wolf River District is protected by a signal system consisting of a mix of automatic and manually-controlled signals. The section of track where the collision occurred featured primarily manually-controlled signals with automatic signals located in between manually-controlled points.

== Collision ==
Franconia is located at one end of a kilometer-long section of double track where trains commonly pass one another. Train PIBR B221, a northbound empty iron ore train running between Reno and the Pine Island Iron Ore Dock, had stopped on Track 1 at a red stop signal at Control Point Franconia to wait on opposing train traffic.

Meanwhile, the ASER local, with symbol L-EV02, was given a ''limited'' signal to depart Bridgewater Yard at Control Point Bridgewater. A ''limited'' signal states that a train may proceed, but must not exceed 30mph and must prepare to stop at the next signal. The train was then shown another ''limited'' signal at Control Point Dysinger, the beginning of the section of double track extending to Franconia. The train's exact speed was unknown at this time. Signal 264|1 located another 750 meters beyond Dysinger was showing ''stop and proceed''. As the name implies, this signal indicates that a train must stop at that signal, but then may proceed at a very slow speed which would allow it to stop short of any other train occupying the track.

L-EV02 did not heed Signal 264|1 and continued past it. It then struck the rear of B221 at a high rate of speed. The lead locomotive as well as several of B221's iron ore cars derailed. No injuries occurred during the collision. The single locomotive on L-EV02 had a minor fuel leak.

== Investigation ==
The Pine Island and Bridgewater Railway '''''immediately''''' launched an investigation into the derailment. The signal system was tested and found to be functioning properly with the correct indications displayed. This was confirmed by the onboard camera on the ASER locomotive; ASER is the only railroad in New Territories that equips its locomotives with such technology. With this information, the PIBR determined that the accident was caused by the ASER crew's failure to obey the wayside signals protecting the rear of B221.

Contributing to the collision was the lack of a train protection system on the track where the collision occurred. As of November 2025, PIBR is actively installing Inductive Intermittent Automatic Train Stop (IIATS) technology on the Wolf River District, which will automatically trigger the emergency brakes on a train should it pass a stop signal.

Franconia Train Wreck of 2025

2025-11-07T18:40:58Z

CentralTexas: Created page with "On March 7th, 2025, an Ashwood Southeastern Railroad (ASER) local freight train collided with the back of a Pine Island and Bridgewater (PIBR) iron ore train one kilometer west of Bridgewater, near a location known as Franconia by the PIBR. The principle cause of the collision was the failure of the striking ASER train's crew to obey a stop signal protecting the rear of the ore train."

All Pages

2025-11-07T18:36:03Z

CentralTexas:

All Pages

2025-11-07T18:35:10Z

CentralTexas:

Pine Island and Bridgewater Railway

2025-03-20T05:15:47Z

CentralTexas:

Pine Island and Bridgewater Railway

2025-03-20T05:04:46Z

CentralTexas: /* Maturing Operations (1916- */

Pine Island and Bridgewater Railway

2025-03-20T04:17:01Z

CentralTexas:

Pine Island and Bridgewater Railway

2025-03-20T03:55:00Z

CentralTexas:

Pine Island and Bridgewater Railway

2025-03-20T03:47:04Z

CentralTexas: Created page with "The Pine Island and Bridgewater Railway (Reporting Mark PIBR, stylized as Pine Island & Bridgewater Railway or PI&B) is a major regional railway in New Territories. As of March 2025, it is the only railroad in the country with direct interchanges with both other railroads in the country, the ASER and BIRM. Operating over 60 miles of track, it is the largest railroad by track mileage in the country."

New Territories

2025-03-09T20:58:18Z

CentralTexas:

New Territories, officially the Republic of the New Territories of Greater Minecraftia, is an independent nation located in the North and Western Hemispheres. As a former United States colony, it shares some cultural and economic ties with its former colonizer. The country is largely extremely remote, with some development occurring in an approximate triangle surrounding the Great Lake. The country's largest city is Ashwood, followed second by Sterry.

== History ==

=== Pre-Colonization ===
Indigenous tribes were scattered throughout New Territories for millennia having arrived via the Bering Land Bridge. This included a branch of the Apache tribe and the DeHatten Tribe. Today, both tribes can largely be found throughout the undeveloped parts of the country though are rapidly being exterminated by the New Territories Indian Removal Authority in many regions. An Indian Reservation has been established in the southeastern portion of the country for some Apache villages served by the Bridgewater, Iron, and Red Mesa Railroad.

=== United States Colonization ===
The United States arrived in New Territories in 1873 when General Ulysses B. Grant ordered a military expedition into the country. The DeHatten Tribe fiercely attacked the unsuspecting soldiers, many of who died. The expedition retreated until more troops arrived, at which point they captured the leader of the Dehatten Tribe, known locally as Hat. The colony of Pine Island was established just offshore from the North Slope Region of the country as a fort. This fort would later be dismantled. The colony of Ashwood was also established in the more temperate west-central region of the country.

As the colony became more populated, some levels of self-governance were allowed. An acting chancellor was elected; Samuel Wendover was the first. The country was largely free to pass local laws of its own, but US law superseded in many cases.

=== The Cold War ===
The Cold War brought large US Military presence to New Territories due to its relative proximity to Russia. Before the war, New Territories and Russia exhibited a fairly friendly relationship, with some Russian citizens moving there. They were, however, forced out by the US Military, beginning a rapid degradation of the relationship between New Territories and the Mainland US. A large military base was established on the south end of Ashwood, though this has largely been dismantled and turned into an expand Ashwood Airport and the New Territories CoalPort.

=== The New Territories Rebellion ===
During the Cold War, the United States decided to repeal some of New Territories' laws. The age of majority had been uniquely set at 16 (though high-school education was still compulsory), as well as a drinking age of 18 and voting age of 16. The US tried to raise these ages to 18, 19, and 21 respectively, meaning several thousand adults were suddenly legal minors. The US also enacted a series of sodomy laws and a ban on interracial marriage in 1964, neither of which New Territories had not established.

These sudden changes to New Territories society outraged the public. Chancellor Daisy "Maynard" Lemieux never publicly spoke out against the laws in order to not further degrade US relations. She did condemn it in private, however, and began planning a rebellion against the United States along with many other government and non-government citizens.

On August 26th, 1965, Daisy and others arranged for seven railroad hopper cars to be filled with ammonium nitrate with a time bomb planted in one of them. These cars were mixed into an Ashwood Southeastern Railroad train which would deliver general freight to the US Military Base from the rail barge docks at Pine Island. At 16:46:23 on August 27th, 1965, the bomb exploded on the docks of the base, exploding all seven hoppers. The hoppers were strategically parked next to a silo also full of ammonium nitrate, which also exploded. The entire military base was obliterated, and thousands of soldiers were killed instantly while many others were wounded.

Once an investigation revealed the incident to be an attack, the few surviving military forces on the island were dispatched to capture the NT government offices. All government officials had fled into a secret wilderness camp, while many people began sniping US soldiers from behind trees or from atop buildings. 343 other soldiers were killed during the rebellion, while over 200 New Territories citizens were also killed. Other attacks with explosives had crippled the military communication network, meaning a response was incredibly disorganized. Tanks were blown up with Molotov Cocktails and DIY land mines were placed on streets covered by fake manholes. Street signs were all removed so soldiers could not find their way around.

Before long, the USSR caught wind of the mistreatment of New Territories and threatened to push the nuclear button if the US did not cease operations there. Under duress from the Soviets and tired of loosing men and equipment in New Territories, the US began brokering an independence deal with New Territories which took effect January 1st, 1966. Daisy Lemieux was hailed a hero of New Territories and continued to serve as chancellor for a second term until 1972. She is forever immortalized today and the day of her passing, July 14th, 2018, was marked by great mourning.

New Territories

2025-03-09T20:23:18Z

CentralTexas: Created page with "New Territories, officially the Republic of the New Territories of Greater Minecraftia, is an independent nation located in the North and Western Hemispheres. As a former United States colony, it shares some cultural and economic ties with its former colonizer. The country is largely extremely remote, with some development occurring in an approximate triangle surrounding the Great Lake. The country's largest city is Ashwood, followed second by Sterry."