Operating and leasing agreements typically require a more stringent approval process through the regulating body.
If the owned company goes bankrupt, its stock is worthless, and the owner no longer controls it (unless it buys it back at auction).
It is difficult to undo except in the case of bankruptcy, when different parts of the railroad may be sold to different buyers at auction.
In the United States, all trackage rights agreements are filed with the Surface Transportation Board and are available as a matter of public record.
Examples around the world include: A haulage agreement is similar to one of trackage rights, but the railroad that owns the line operates the power for the cars of the latter company.
The two companies have created a "mine gate" joint venture in which Fortescue will take BC's iron by rail to port in exchange for 50% of the deposit.
[4] Originally, at least in the United States, it was not clear whether railroads were going to be run like turnpikes, in which any paying customer could use the road.
The Seekonk Branch Railroad in East Providence, Rhode Island, (then part of Seekonk, Massachusetts) tested that in 1836 by building a short branch of the Boston and Providence Railroad to its own dock and by using the full line of the B&P.
After 1948, most of the United Kingdom railway network was nationalized as British Rail for both political and practical reasons.
A formal safety process exists for gaining access, along with driver and equipment requirements and a pricing scheme.
As well as holding access rights to the national network and, in some cases, internationally via the Channel Tunnel, many of the freight operators have agreements that permit them to access private networks operated by industries and ports and, in some cases, also onto heritage railways, several of which now also carry small amounts of commercial freight traffic.