Never too old to have a happy childhood!
This is hilarious! Real railroad humor!
Thanks, Balt. You always make me think...and often laugh.
Don't know if that core system will work - the flour mill that created the first shipments has closed.
Balt:Great cartoon...now lets get serious if you dont mind.
I pass my work day by watching the Chesterton, Indiana web cam (and scanner) thus having a pulse on the NS - Chicago line operations. Pretty smooth operations, but word is that NS is suffering elsewhere, particularly down south. The other day out of boredom i switched to Fostoria and have been hooked since.
Several comments based on trackside observations (actually web cam obs):
1. CSX seems to be operating pretty well thru Fostoria. The trains seem to be reliable from day to day.
2. Wow, what a busy junction for the CSX. Lots of trains make 90 degree turns (at 10mph). It seems like all four diverging routes are used heavily.
3. CSX is running some long trains...last week there was a 18,000 ft Q299 - Connellsville - Toledo. Easy to see how the operating ratio is dropping with trains like that. It did take quite a while to turn the corner at 10mph.
4. CSX seems to be mixing the auto rack trains with general freight. Note sure if this is a EHH thing or not, but many of the trains are now "mixed".
5. Some intermodal trains are huge...14,000 ft Q016s with over 300 boxes are regular. No second sections on CSX, just build the trains larger.
6. Comment overheard from a dispatcher (on the radio)..."if I walk away from this desk for one day, when I return I dont recognize new trains or what trains are to do." Wow, it seems as if the operations plan is evolving.
7. Q010 seems to be winning the UPS war with NS 20E for the morning Chicago - New Jersey competion. Two months ago 20E would regularly have 30-50 UPS units daily. Lately it is in single digits and often these are UPS "Freight" which is the old Overnite LTL operation. Q010 regularly has 40-50 UPS vans and containers. However, 20E seems to be winning the overall volume as they have picked up lots of trailer business, primarily refer vans. Q010 is handling less than 100 units daily...not much after the UPS. So, is UPS sensing that NS is slipping and thus shifting loads to CSX? If so, why is 20E increasing other lines of business?
That is it for now. Yes, the past year has been painful, but it sure seems that CSX is gaining some traction, at least all along the old B&O.
Ed
I watch the Deshler cam a lot. I don't know one train from another, symbol-wise, and don't usually listen to the scanner. But there are those there who do.
There is a chat section next to the live video and I often see that such-and-such a train was reinstated, which indicates to me that maybe CSX discovered they needed to run that train after all.
A lot of trains make a turn at Deshler, although points south are the primary source and destination. The NW transfer isn't used very often. Trains using the transfers are usually at 10 MPH, which makes for some long transits.
And noisy. Loaded coil cars do some fearful screaming as they make the curves.
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...
MP173 Balt:Great cartoon...now lets get serious if you dont mind. ... 5. Some intermodal trains are huge...14,000 ft Q016s with over 300 boxes are regular. No second sections on CSX, just build the trains larger. ... Ed
...
Don't know the current CSX operating plan. When I retired Q016 was Chicago-North Baltimore-Chambersburg PA train. At that time Chambersburg could only handle a maximum of 13K feet of train. When Chambersburg was opened, only single stacks could be handled as the clearance projects had not been completed to allow double stacks to Chambersburg (multiple locations between N.Baltimore and Chambersburg). At that time CSX observed a 9K maximum train length. If there was more traffic for Chambersburg the 1st section would operate at 9K feet and the 2nd second section would be 4K feet.
A couple of years after Chambersburg was opened the double stack clearance projects were completed and all traffic was being handled on a single 9K foot double stack train.
If Q016 is still a Chambersburg train and operating at 14K feet - business has picked up.
BaltACD MP173 Balt:Great cartoon...now lets get serious if you dont mind. ... 5. Some intermodal trains are huge...14,000 ft Q016s with over 300 boxes are regular. No second sections on CSX, just build the trains larger. ... Ed Don't know the current CSX operating plan. When I retired Q016 was Chicago-North Baltimore-Chambersburg PA train. At that time Chambersburg could only handle a maximum of 13K feet of train. When Chambersburg was opened, only single stacks could be handled as the clearance projects had not been completed to allow double stacks to Chambersburg (multiple locations between N.Baltimore and Chambersburg). At that time CSX observed a 9K maximum train length. If there was more traffic for Chambersburg the 1st section would operate at 9K feet and the 2nd second section would be 4K feet. A couple of years after Chambersburg was opened the double stack clearance projects were completed and all traffic was being handled on a single 9K foot double stack train. If Q016 is still a Chambersburg train and operating at 14K feet - business has picked up.
Running long trains that don't fit in yards or sidings is on page one of the EHH playbook. Happened at both CN and CP and continues today, albeit toned down a bit.
Greetings from Alberta
-an Articulate Malcontent
And if this new "core system" comes to be then CSX's remaining traffic could comfortably be handled by the likes of these, that first ran the line:
SD70DudeRunning long trains that don't fit in yards or sidings is on page one of the EHH playbook. Happened at both CN and CP and continues today, albeit toned down a bit.
I have had the opportunity to read private interviews of a number of senior rail officials - none of the EHH.
When they talk about oprations they talk as if they have absolutely no comprehension of the railroad and facilities they are talking about. On the one hand the feature employees are a dime a dozen and have no ability to think, and on the other hand the put together fanciful unworkable 'plans' with the caveat - the employees will figure it out and make it work. They create problems they have no idea how to solve and then dump it on their dime a dozen work force.
You can run a railrioad with trains longer than the sidings, with saw-by meets. Explained about a year ago on another thread. But figure about three hours for every meet, and impossible without at least two people on each train. And quie a bit of hiking is involved if rules are followed with backup moves protected properly. And radio communication is essential also.
Evven worse if it is a stub-end siding, but still possible. Five hours.
Having three people on each train eliminates most of the hiking and reduces the time to about a quarter or a third.
When Hunter came to CN nearly all sidings were 6400' or less. He decided to immediately start running long 10,000+ trains.
Multiple daily saw-bys were a normal occurrence across northern Ontario for years. Turned what should have been 5-6 hour runs into 12 hour slogs.
Have no problem with running over length trains on single track - IN ONE DIRECTION. In both directions it is grid lock. And if you run out of crews you are shut down.
MP173 Balt:Great cartoon...now lets get serious if you dont mind. I pass my work day by watching the Chesterton, Indiana web cam (and scanner) thus having a pulse on the NS - Chicago line operations. Pretty smooth operations, but word is that NS is suffering elsewhere, particularly down south. The other day out of boredom i switched to Fostoria and have been hooked since. Several comments based on trackside observations (actually web cam obs): 1. CSX seems to be operating pretty well thru Fostoria. The trains seem to be reliable from day to day. 2. Wow, what a busy junction for the CSX. Lots of trains make 90 degree turns (at 10mph). It seems like all four diverging routes are used heavily. 3. CSX is running some long trains...last week there was a 18,000 ft Q299 - Connellsville - Toledo. Easy to see how the operating ratio is dropping with trains like that. It did take quite a while to turn the corner at 10mph. 4. CSX seems to be mixing the auto rack trains with general freight. Note sure if this is a EHH thing or not, but many of the trains are now "mixed". 5. Some intermodal trains are huge...14,000 ft Q016s with over 300 boxes are regular. No second sections on CSX, just build the trains larger. 6. Comment overheard from a dispatcher (on the radio)..."if I walk away from this desk for one day, when I return I dont recognize new trains or what trains are to do." Wow, it seems as if the operations plan is evolving. 7. Q010 seems to be winning the UPS war with NS 20E for the morning Chicago - New Jersey competion. Two months ago 20E would regularly have 30-50 UPS units daily. Lately it is in single digits and often these are UPS "Freight" which is the old Overnite LTL operation. Q010 regularly has 40-50 UPS vans and containers. However, 20E seems to be winning the overall volume as they have picked up lots of trailer business, primarily refer vans. Q010 is handling less than 100 units daily...not much after the UPS. So, is UPS sensing that NS is slipping and thus shifting loads to CSX? If so, why is 20E increasing other lines of business? That is it for now. Yes, the past year has been painful, but it sure seems that CSX is gaining some traction, at least all along the old B&O. Ed
CSX has been running some monsters thru Tallahassee. Counting intermodal wells as cars, I've seen car counts over 200 in the past month or so. Most of the eastbound trains are "clean out the yard" types with general freight, autoracks, Tropicana juice reefers and intermodal boxes; westbounds have everything but autoracks (assume they go from Jacksonville to Waycross to be sent wherever needed). Saw a very unusual train two weeks ago or so - 60 to 65 cars general freight and 101 autoracks. It was going east, so it was climbing a hill and moving pretty slowly at the start, and with all that length it took a while to pass by.
BaltACD Have no problem with running over length trains on single track - IN ONE DIRECTION. In both directions it is grid lock. And if you run out of crews you are shut down.
CN tried running the over-siding trains in only one direction too, but of course it created deadheads. And remember, in Hunter's world deadheads are evil.
Too bad CN is mostly single-track with few opportunities for true directioal running. Having crews qualified on both routes limits the need for dead-heads.
SALfanCSX has been running some monsters thru Tallahassee. Counting intermodal wells as cars, I've seen car counts over 200 in the past month or so. Most of the eastbound trains are "clean out the yard" types with general freight, autoracks, Tropicana juice reefers and intermodal boxes; westbounds have everything but autoracks (assume they go from Jacksonville to Waycross to be sent wherever needed). Saw a very unusual train two weeks ago or so - 60 to 65 cars general freight and 101 autoracks. It was going east, so it was climbing a hill and moving pretty slowly at the start, and with all that length it took a while to pass by.
Editor Emeritus, This Week at Amtrak
CSX in our neck of the woods A&WP sub has increased its HP / ton on most trains. During Hunter locos were just 2 - 4400 HP units on all CSX trains. The BNSF IM haulage trains did not change with them being 3 or 4 or 5 units with 3 on line and 1 appearing to be a back up in case of a failure . The Lineville sub needs those 3 units.
Now all CSX IM trains have been increased to 3 units no matter how short. Speeds are noticably faster. General merchandise trains 80% of time also have 3 on line units. Only a few empty unit trains and occasional empty general freight is just 2 units. Of course just to make it not 100% an empty ballast train came by few days ago with just one unit.
D.Carleton SALfan CSX has been running some monsters thru Tallahassee. Counting intermodal wells as cars, I've seen car counts over 200 in the past month or so. Most of the eastbound trains are "clean out the yard" types with general freight, autoracks, Tropicana juice reefers and intermodal boxes; westbounds have everything but autoracks (assume they go from Jacksonville to Waycross to be sent wherever needed). Saw a very unusual train two weeks ago or so - 60 to 65 cars general freight and 101 autoracks. It was going east, so it was climbing a hill and moving pretty slowly at the start, and with all that length it took a while to pass by. Too bad they didn't save that 30 miles between Climax and Chattahoochee. That dog-leg through Baldwin adds about 100 miles between Waycross and NO. Over time that has to add up on fuel and T&E costs. They're not going to put those 30 miles back but it does serve as an object lesson of shortsightedness.
SALfan CSX has been running some monsters thru Tallahassee. Counting intermodal wells as cars, I've seen car counts over 200 in the past month or so. Most of the eastbound trains are "clean out the yard" types with general freight, autoracks, Tropicana juice reefers and intermodal boxes; westbounds have everything but autoracks (assume they go from Jacksonville to Waycross to be sent wherever needed). Saw a very unusual train two weeks ago or so - 60 to 65 cars general freight and 101 autoracks. It was going east, so it was climbing a hill and moving pretty slowly at the start, and with all that length it took a while to pass by.
Too bad they didn't save that 30 miles between Climax and Chattahoochee. That dog-leg through Baldwin adds about 100 miles between Waycross and NO. Over time that has to add up on fuel and T&E costs. They're not going to put those 30 miles back but it does serve as an object lesson of shortsightedness.
I've often amused myself by trying to figure out the best way to combine the Bainbridge-to-Waycross and Tallahassee-to-Jacksonville lines. They aren't that far apart, at least between Thomasville and Tallahassee. I assume a lot of the traffic on the Florida panhandle line is destined for Florida, but seems like it would be handy to run it all thru Waycross. I assume Waycross is used to build trains for various destinations in FL (not that I have any real knowledge, that's just how I'd do it).
25 years aro, or so, someone that I know that worked for CSX gave me a 4 panel drawing.
The first panel showed the CSX route map as it looksed at the time of the Chessie/Seaboard merger.
The second panel showed CSX as it looked in the mid-90s, shorn of shortline divestures.
The third panel showed a purported CSX in 2000 with only lines from Chicago to Baltimore, Baltimore to Jacksonville and Jacksonville to Chicago. (Remember, this is pre Conrail split-up.)
The final panel showed only a figure 8.
I'll see if I can find it and post.
CSX has no core. And never did.
Rearranging the CSX deck chairs
https://www.railwayage.com/freight/class-i/csx-decentralizes-operations/
I'd be rich if all the centralize/decentralize organizational changes had paid off. This one changes orientation from North/South to East/West. Will the next one bet Northeast/Southwest?
BaltACDearranging the CSX deck chairs
And when the music stops, we all sit down....
Five years or so from now there will be a great proclamation announcing the centralization of operations:
CSX has implemented a new operating management structure that “centralizes operational and support functions,” are “designed to enhance safety, improve service, accelerate decision-making and drive operating efficiency,” and are “a continuation of the company’s scheduled railroading transformation.”
I was going to suggest that several years from now CSX will announce that they are moving dispatch offices out of JAX so the dispatchers can be closer to the territories they dispatch...
tree68I was going to suggest that several years from now CSX will announce that they are moving dispatch offices out of JAX so the dispatchers can be closer to the territories they dispatch...
Dang! I heard the same thing 11 years ago. They did it 10 years ago and undid it a year ago. Each move saved millions if you listen to them. Give me a F'n break.
Don't know if EHH had all the CADS equipment pulled out of the Dispatching offices when the Dispatchers were returned to Jax or not.
zardoz BaltACD And when the music stops, we all sit down.... Five years or so from now there will be a great proclamation announcing the centralization of operations: CSX has implemented a new operating management structure that “centralizes operational and support functions,” are “designed to enhance safety, improve service, accelerate decision-making and drive operating efficiency,” and are “a continuation of the company’s scheduled railroading transformation.”
BaltACD
tree68 I watch the Deshler cam a lot. I don't know one train from another, symbol-wise, and don't usually listen to the scanner. But there are those there who do. There is a chat section next to the live video and I often see that such-and-such a train was reinstated, which indicates to me that maybe CSX discovered they needed to run that train after all. A lot of trains make a turn at Deshler, although points south are the primary source and destination. The NW transfer isn't used very often. Trains using the transfers are usually at 10 MPH, which makes for some long transits. And noisy. Loaded coil cars do some fearful screaming as they make the curves.
I watch the Fostoria cam and there are some long CSX trains that take 15 to 20 minutes to go through the NW wye. If those trains come from Cinncinati, they cross the NS Fostoria District 3 times. I wonder if NS complains about the Deshler and Fostoria crossings being tied up for long periods. The other night, i was listening to the scanner and an eastbound NS intermodal train waited 30 minutes while one of these monsters CSX trains crawled through the Fostoria NW wye followd by a second CSX train that stayed on the ex B&O.
Jim611I watch the Fostoria cam and there are some long CSX trains that take 15 to 20 minutes to go through the NW wye. If those trains come from Cinncinati, they cross the NS Fostoria District 3 times. I wonder if NS complains about the Deshler and Fostoria crossings being tied up for long periods. The other night, i was listening to the scanner and an eastbound NS intermodal train waited 30 minutes while one of these monsters CSX trains crawled through the Fostoria NW wye followd by a second CSX train that stayed on the ex B&O.
Cincinnati trains will most likely use the Deshler route in both directions going through Lima and Dayton.
The former C&O South of Fostoria runs to Russell, KY. For a train to go to Cincinnati from Fostoria it would have to go to Russell and then back track to Cincinnati and run nearly an additional 200 miles in the process.
Jim611 I wonder if NS complains about the Deshler and Fostoria crossings being tied up for long periods.
Deshler is all CSX - although running one of those long trains around one of the transfers at 10 MPH does keep things tied up at the local road crossings.
I believe CSX and NS cross at Leipsic (about six or so miles south of Deshler), however, so I'm sure there are issues there. That's a single track line, and oftimes trains are held out account no room at their destination. If they're too long for a siding, the main gets blocked...
I wonder if NS complains about the Deshler and Fostoria crossings being tied up for long periods.
Sure they do. They are then reminded that the average delay for a CSX train to get across the NS controlled Vickers diamond in Toledo is a hour and a half. That shuts up their complaints really quick.
An "expensive model collector"
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