Back when I first got into railfanning (in the 70s), I liked the big Class Ones. As they wittled down to the six of today, I lost interest in them. Being a locomotive number spotter, they became too large and unwieldy. Today, I like what I call "orderly" regionals. Ones that are big enough to be interesting but small enough to get to know. Right now, my favorites are the Reading & Northern, Wheeling & Lake Erie and Lake State. As an honorable mention in the Terminal category, I like the Union. What are your thoughts?
Being a lifelong resident of the Chicago area, my top regional would be Iowa Interstate, followed by South Shore Freight. Terminal roads would be BRC and IHB.
Chesapeake and Indiana (CHKN) is a dandy operation here in NW Indiana.
ed
Wisconsin & Southern has a steady and profitable operation in southern WI. Business is good for The Goose.
Take a gander!
https://www.railpictures.net/photo/818831/
https://www.railpictures.net/photo/818744/
https://www.railpictures.net/photo/814677/
The Maryland & Delaware and Delmarva Central are doing pretty well too.
http://mdde.com/
https://www.carloadexpress.com/railroads/delmarva-central-railroad/
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Which brings up a favorite topic of mine. WATCO Corp.HQ in Pittsbrg,Ks. See linked story @ https://www.progressiverailroading.com/short_lines_regionals/article/For-Watco-the-ability-to-grow-depends-on-the-ability-to-be-extremely-attentive-to-shippers-needs--63645
article by Jeff Stagl, Managing edtor @ Progressive Rail
FTA:"...Although the campaign involved some changes, the overriding mission remains the same for the 38-year-old company, which as of late May owned 45 short lines operating in 26 states and maintained two rail operations in Australia. Ever since Watco was founded in 1983 — starting with a single industrial rail-car switching operation in DeRidder, Louisiana — the company has strived to acquire more railroads, purchase or lease more trackage, and establish and enhance more logistical services..."
Recently, Progressive Rail featured an article abut Rick Webb and WATCO he is the main driving force behind the WATCO Corp., and is also a force behind the Heart of the Heartlands RR Club, and their Museum facility at Carona,Ks. see link @ https://www.heartlandstrainclub.org/
My thoughts...even the smallest of the small can offer alot in the way of interesting operations. One example is the Guelph Junction Railway which is city owned, operated by G&W since 2020, and runs from its namesake city 18 km southeast to a connection with Canadian Pacific at Guelph Junction.
In those 18 km you've got city operations galore..lots of spurs into factories and transload facilities, a couple of good old fashioned team tracks, sharp curves and one crossing after another as the tracks wend through the city and its mature stately neighbourhoods.
Outside of town the tracks follow the Eramosa River south and are hemmed in by magnificent limestone bluffs..great spot for hiking as well as train spotting. Further out is Arkel where there's a little yard and staging area. Finally, at Guelph Junction you have the meeting of two worlds where the GJ meets CP's twin track Galt sub. The GJ has a yard there as well as maintenance facilities. All in all, alot of interesting stuff, and never a dull moment!
What do you think would happen if a regional operated a class 1 route and operated it like a regional? Example...how about UP from Chicago to Twin Cities. Would a regional with its concern for customers and attention to detail run rings around the competition?
Gramp What do you think would happen if a regional operated a class 1 route and operated it like a regional? Example...how about UP from Chicago to Twin Cities. Would a regional with its concern for customers and attention to detail run rings around the competition?
I've thought that might be the future of the industry. Have the class ones spin off the branch line and secondary network to short lines and regionals. The class ones would handle the long line haul portion on their trunk lines between major points. The small carriers would handle most of the first/last mile portions.
Jeff
jeffhergertI've thought that might be the future of the industry. Have the class ones spin off the branch line and secondary network to short lines and regionals. The class ones would handle the long line haul portion on their trunk lines between major points. The small carriers would handle most of the first/last mile portions. Jeff
I've been of the impression that that is exactly what has happened. The Class 1's haven't dumped all the local work, but they've gotten rid of large portions of it.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68 jeffhergert I've thought that might be the future of the industry. Have the class ones spin off the branch line and secondary network to short lines and regionals. The class ones would handle the long line haul portion on their trunk lines between major points. The small carriers would handle most of the first/last mile portions. Jeff I've been of the impression that that is exactly what has happened. The Class 1's haven't dumped all the local work, but they've gotten rid of large portions of it.
jeffhergert I've thought that might be the future of the industry. Have the class ones spin off the branch line and secondary network to short lines and regionals. The class ones would handle the long line haul portion on their trunk lines between major points. The small carriers would handle most of the first/last mile portions. Jeff
The Class 1 seem to have done their best to scare away industries that populate their through routes, and haven't done that much to boost business in their terminal areas.
The final years I was working - in the Baltimore area, CSX had nowhere near the local or terminal industries using rail service that existed in the late 70's and early 80's when I was working with the Terminal Services Center that dealt with those industries; during that time the Terminal was approximately 20 Yard Crews per trick among the four major yard areas that were superviced by five Yardmasters. At the time of my retirement less than 10 Yard Crews were operating under the jurisdiction of two Yardmasters. What the numbers are now ??????
Never too old to have a happy childhood!
The UP Chicago-Twin Cities route has low density traffic as compaired to many UP lines, so a regional type operation could add the extra local traffic. However, most class Is routes are near congested and probably don't have the capacity for extra personal service.
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