CSX on the BNSF?

[Anonymous]

I guess what I saw yesterday on the Rochelle cam wasn't too surprising then. I saw a UP leading a BNSF over the UP tracks going towards Clinton, IA.

[Anonymous]

I have seen a couple CP's on the CSX also. 4 weeks ago I saw CP 9800 on the lead of a CSX manifest.

[ericsp]

QUOTE: Originally posted by Junctionfan

In pictures I have seen evidence of that. I know that a couple of Chicago to Selkirk mixed freights have a number of UP reefers on it and so it has UP power on it. In some cases, it just has UP power.

Those are the "Express Lane" trains. See the November 2001 issue of Trains magazine and http://www.uprr.com/customers/ag-prod/exlane/ for details.

The reason why these trains have run through power is to save time. UP (ARMN, UPFE, SPFE, VCY) reefers can run on trains without UP locomotives. Many of those reefers were loaded on the San Joaquin Valley Railroad (SJVR).

[Junctionfan]

For those near BNSF territory-look for SOO and CP units. Also those near Fostoria, there is a CP train that uses the Willard Sub route.

[Anonymous]

ah ha! so i'm not seeing things. i was in princeton, IL a couple weekends ago waiting at the station for the 2 1/2 hour late westbound southwest cheif.....while an eastbound UP stack train with mostly CSX containers came flying through WFO.

[Anonymous]

You can also see UP units on CSX, KCS on NS, NS on FEC (Florida East Coast) and from time to time even a shortline or two will be seen visiting on the big class 1's

[BaltACD]

All today's Class I railroads are increasingly utilizing Run-Through trains between companies to eliminate or minimize the time delay to freight that occurs when the traditional interchange form of crossing company boundires is used. Most all Class I's have Run-through agreements with all their business partners for specific traffic and gateways.

In Run-Through's the originiating carrier builds and blocks the train to the receiving carriers operating needs. The interchange consists of nothing more than changing crews at the appropriate point, and the train, locomotives included keeps moving.

In the traditional Interchange senario....The delivering carrier switches together all cars for the receiving carrier, without regard for ultimate destination of those cars and then the cars are placed on the designated interchange track, the cars will normally lose 1 day transit time in being switched to interchange by the originiating carrier. After the interchange cut is placed on the designated interchange track, the receiving carrier will pull the interchange cut to its own classification point. The cars may lay on the interchage track for upwards of a day or more between delivery and receipt.by the carriers involved. Once the receiving carrier gets the interchange cut to its classification point the cars will lose up to another day in the process of being classified into the receiving carriers operating plan. All told the traditional process of interchanging cars between carriers can consume 3 days with the cars having virtually no milage movement.

Remember...In general, railroads give DAILY service to all aspects of their operation...ie.
One interchange delivery & receipt with a carrier at a location.
One switch of an industry per day.
One train between A and Z per day.

Volumes can dictate either more frequent and less frequent service levels.

[Anonymous]

You also see BNSF on CSX trains in New Jersey.

[JoeKoh]

Van
first welcome to the forums. CSX trades hours with alot of roads even the shortlines.Csx had 2 norange engines coming from chicago down the lima line at deshler. saw them make the turn.csx using other power is more the rule now then the exception.
stay safe
Joe

[Junctionfan]

In pictures I have seen evidence of that. I know that a couple of Chicago to Selkirk mixed freights have a number of UP reefers on it and so it has UP power on it. In some cases, it just has UP power. I have seen CSX intermodals with UP power. Usually the ones with STAX 53 foot containers in particular. On Oaks Model Railroad site, they have had a couple of manifest with UP power on it-intermodals as well.

As far as BNSF, there has been several manifest and intermodals with BNSF power on CSX trains on the Oaks Model Railroad. I myself have seen a BNSF SD70M in CSX Frontier Yard in Buffalo along with an green and black ex BN now BNSF SD40. I know of at least one train that uses several types of engines. There is an auto-max train that is loaded from the Nissan assembly plant in Alliston Ontario and CP takes it to Buffalo. CSX than takes it from Buffalo to Chicago. I have seen 2 pumpkin scheme BNSF dash 9 engines on the Alliston, Ontario bound train through Fort Erie, Ontario.

[Anonymous]

Within the past year or so I've been noticing CSX and occationally NS lead runthrough power on mixed freight trains through MN on the BNSF. I believe these trains come up from Chicago and through LaCrosse WI. Others out there on the BNSF see this? I'm assuming these trains have some tie to CSX with all of their power of late through the area. Another interesting note is that most of the trains have BNSF power as well, but CSX on the point.

Here's an example:


I don't keep up on the news end of things much, maybe they have an agreement out there between the two of them (CSX-BNSF) I'm not aware of. Any info that would help curb my wonders would be helpful.