Of course, but they make up less than 3% of weight.
charlie hebdo diningcar Perhaps we should all remember we are shareholders via our retirement funds investing. Not necessarily. Depends on how your funds are invested.
diningcar Perhaps we should all remember we are shareholders via our retirement funds investing.
Perhaps we should all remember we are shareholders via our retirement funds investing.
Not necessarily. Depends on how your funds are invested.
UlrichKudos to Mr. Foote of CSX for attending the hearing. Sometimes the optics is almost as important as the substance.
Yes - optics
https://www.youtube.com/watch?v=kjFlOtXPRTI
Never too old to have a happy childhood!
Kudos to Mr. Foote of CSX for attending the hearing. Sometimes the optics is almost as important as the substance.
Murphy Siding Good point, but if it's a coal train it's probably going straight to a power plant.
Good point, but if it's a coal train it's probably going straight to a power plant.
Thanks to Chris / CopCarSS for my avatar.
Murphy Siding If all workable engines in a consist were on-line, wouldn't that speed up the trains and make it easier to run a railroad with 'precision'?
As others have pointed out, running trains faster on the road might not translate into better performance if the net result is only to wait longer at a terminal waiting for a track to clear. It reminds me of a cab ride in NYC, when a green light triggers the driver to drop the hammer and quickly accelerate only to have to pound the brake as the next light turns red.
Unless you are a bean counter. Who would insist the practice to be "fuelish".
jeffhergert One of those testifying for TE&Y labor in the first day's morning is a friend and co-worker of mine. He talked about only being able to make 40 mph on a double coal train. Second day the UP VP of operations said they slowed coal trains to 40 mph for safety. This is not true. Unit coal trains are allowed 50 mph. Whether they can do so because of power limitations is another matter. Speaking of power limitations. A couple of days ago bulletins were issued that on the east/west main all workable engines in a consist are to be on-line, regardless of paperwork instructions to isolate/shut down units. I expect this to be rescinded within the next week or two. Once the dust has settled from the hearings, so to speak. Jeff
One of those testifying for TE&Y labor in the first day's morning is a friend and co-worker of mine. He talked about only being able to make 40 mph on a double coal train. Second day the UP VP of operations said they slowed coal trains to 40 mph for safety. This is not true. Unit coal trains are allowed 50 mph. Whether they can do so because of power limitations is another matter.
Speaking of power limitations. A couple of days ago bulletins were issued that on the east/west main all workable engines in a consist are to be on-line, regardless of paperwork instructions to isolate/shut down units. I expect this to be rescinded within the next week or two. Once the dust has settled from the hearings, so to speak.
Jeff
Ulrich CN at least appears to be investing heavily in upgrading track and purchasing new locomotives. To my untrained eye it seems as if they're doing more than just patchwork. Maybe its just my area.. but it looks pretty decent to me...
CN at least appears to be investing heavily in upgrading track and purchasing new locomotives. To my untrained eye it seems as if they're doing more than just patchwork. Maybe its just my area.. but it looks pretty decent to me...
They are still making up for the lost years of the Hunter and post-Hunter eras. Things didn't really start to change until Mike Cory became Chief Operating Officer in 2016. Rob Reilly and the rest of upper management seem to have the same attitude toward labour as CP and the American Class I's, but at least they are still spending money (for now).
A lot of these capacity expansion projects should have been started in the mid-2000s, as it became apparent that planned expansions of the western Canadian petrochemical and agricultural industries and the Prince Rupert intermodal terminal would ultimately lead to large amounts of new traffic. Instead double track and sidings were removed and the hump at Walker yard in Edmonton was shut down (this is a loss that our Alberta region has never truly recovered from).
Many of the newer double track segments were originally planned back when CN was still a Crown Corporation, and some even had grading work done over 30 years ago.
Four axle yard power is almost a separate issue, they have been using older six axle EMD units like SD40s and SD60s for heavy switching and hump operations wherever possible and this has displaced a lot of the really old units. They recently bought some of the GATX GP38s that they had been leasing for a couple years, but there has been no more word about any more 7600 series GP40-3 rebuilds.
Four axle power is only really needed for industrial spurs and a few branchlines with tight curves and light track or bridges, and these fall in number with each passing year.
Greetings from Alberta
-an Articulate Malcontent
jeffhergert zugmann Links for the hearings for quick reference: Tuesday (day1) : https://youtu.be/Q0rk5tnrFqA Wed (day 2): https://youtu.be/YDxp8lUXDz0 I watched most of day 1 and some of day 2 (so far). Shippers wanting to know when they'll get cars (or at least TOLD when they can get cars), unions highlighting the deep cuts and miserable conditions that lead to many leaving the industry, and the RRs bragging about how many are in conductor classes (if 10% stay until marking up I'd be amazed. If 10% of that 10% stay more than a year, I'd be even more amazed). But they act surprised nobody wants to stay and work for them anymore. One of those testifying for TE&Y labor in the first day's morning is a friend and co-worker of mine. He talked about only being able to make 40 mph on a double coal train. Second day the UP VP of operations said they slowed coal trains to 40 mph for safety. This is not true. Unit coal trains are allowed 50 mph. Whether they can do so because of power limitations is another matter. Speaking of power limitations. A couple of days ago bulletins were issued that on the east/west main all workable engines in a consist are to be on-line, regardless of paperwork instructions to isolate/shut down units. I expect this to be rescinded within the next week or two. Once the dust has settled from the hearings, so to speak. To me, the big thing to see is not that they are having trouble hiring. That's a problem, but understandable with the changes in the general population to wanting a better work/life balance and a railroad that wants more work/less time for other life. What's telling is the number of people with the length of service they have leaving the class ones. Not all may leave the industry, instead going to lower paying short lines/regionals but maintaining their Railroad Retirement. But there are many leaving the industry altogether. We've had some in the past who've left, but the present numbers are unprecedented. Usually once they've got you, they've got you for life. Jeff
zugmann Links for the hearings for quick reference: Tuesday (day1) : https://youtu.be/Q0rk5tnrFqA Wed (day 2): https://youtu.be/YDxp8lUXDz0 I watched most of day 1 and some of day 2 (so far). Shippers wanting to know when they'll get cars (or at least TOLD when they can get cars), unions highlighting the deep cuts and miserable conditions that lead to many leaving the industry, and the RRs bragging about how many are in conductor classes (if 10% stay until marking up I'd be amazed. If 10% of that 10% stay more than a year, I'd be even more amazed). But they act surprised nobody wants to stay and work for them anymore.
Links for the hearings for quick reference:
Tuesday (day1) :
https://youtu.be/Q0rk5tnrFqA
Wed (day 2):
https://youtu.be/YDxp8lUXDz0
I watched most of day 1 and some of day 2 (so far).
Shippers wanting to know when they'll get cars (or at least TOLD when they can get cars), unions highlighting the deep cuts and miserable conditions that lead to many leaving the industry, and the RRs bragging about how many are in conductor classes (if 10% stay until marking up I'd be amazed. If 10% of that 10% stay more than a year, I'd be even more amazed). But they act surprised nobody wants to stay and work for them anymore.
To me, the big thing to see is not that they are having trouble hiring. That's a problem, but understandable with the changes in the general population to wanting a better work/life balance and a railroad that wants more work/less time for other life. What's telling is the number of people with the length of service they have leaving the class ones. Not all may leave the industry, instead going to lower paying short lines/regionals but maintaining their Railroad Retirement. But there are many leaving the industry altogether.
We've had some in the past who've left, but the present numbers are unprecedented. Usually once they've got you, they've got you for life.
In the 1990's CSX was operating Bulk Commodity trains (coal, ore, rock, grain etc.) at 40 MPH as a matter of 'fuel conservation. A side by side documented test between Atlanta and Waycross demonstrated 40 MPH trains on that territory were using 150 gallons more per unit than track speed operated trains. Undulating terrarin and at 40 MPH trains had to brake on the down grades to stay legal.
zugmannLinks for the hearings for quick reference: Tuesday (day1) : https://youtu.be/Q0rk5tnrFqA Wed (day 2): https://youtu.be/YDxp8lUXDz0 I watched most of day 1 and some of day 2 (so far). Shippers wanting to know when they'll get cars (or at least TOLD when they can get cars), unions highlighting the deep cuts and miserable conditions that lead to many leaving the industry, and the RRs bragging about how many are in conductor classes (if 10% stay until marking up I'd be amazed. If 10% of that 10% stay more than a year, I'd be even more amazed). But they act surprised nobody wants to stay and work for them anymore.
The beatings will continue until moral improves!
SD60MAC9500 Ulrich CN at least appears to be investing heavily in upgrading track and purchasing new locomotives. To my untrained eye it seems as if they're doing more than just patchwork. Maybe its just my area.. but it looks pretty decent to me... Yet CN's 4 axle roster is dwindling..
Yet CN's 4 axle roster is dwindling..
Probably, but those 4 axles are between 40 and 65 years old..
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
I said it before if my boss ran his company like the CEO of a class 1 railroad did today. Well let's just say that someone else will be serving all our customers my boss would be sitting in prison somewhere for violations of several federal regulations and a 50 year old carrier would be a freaking memory. PSR is the reborn version of the 60s and 70s railroad way ofcutting your way to profitable business tried by PennCentral Illinois Central Milwaukee Road and the Frisco. Guess where EHH got his start the Frisco.
diningcarPerhaps we should all remember we are shareholders via our retirement funds investing.
Do we expect our retirements to END this quarter? PSR's aims are only quarter to quarter - not for a continuing well maintained, well staffed and well equipped profitable organization. If we expect LONG retirements we cannot be looking at PSR quarter to quater gutting of the carriers to be funding our retirements that long.
CMStPnP BaltACD PSR = We'll gut the carriers in the name of Shareholder Value I don't think it is just PSR, I think the class I railroads have deferred a lot of maintenence that is comming back to haunt them. Take the St Louis Bridges for example. Another example, right in Milwaukee area the former Milwaukee Road Bridges which now belong to CP which block access to the harbor district for most trucks because the bridges are too low. Throughout the country and in many cities there is a lot of that. With all the money railroads are pulling in, I am really surprised they are so behind the ball on their infrastructure projects.
BaltACD PSR = We'll gut the carriers in the name of Shareholder Value
PSR = We'll gut the carriers in the name of Shareholder Value
I don't think it is just PSR, I think the class I railroads have deferred a lot of maintenence that is comming back to haunt them. Take the St Louis Bridges for example. Another example, right in Milwaukee area the former Milwaukee Road Bridges which now belong to CP which block access to the harbor district for most trucks because the bridges are too low. Throughout the country and in many cities there is a lot of that. With all the money railroads are pulling in, I am really surprised they are so behind the ball on their infrastructure projects.
PSR over the past decade has been the primary cause of deferred maintenance - taking all the maintenance money and giving it to the shareholders.
The Board Room decisions with PSR revolve around 'Will it fail this year'; if not, kick the can down the road and don't spend the money on the maintenance action. Taking money from maintenance was taking place long before the operating aspects of PSR became obvious.
You are correct. Precision Scheduled Railroading has never worked because railroads can't run trains on time or schedule crews to run the trains. They run fewer trains but they need more extended sidings and extended yards so the mainlines are not plugged with idle trains. Hedge fund owners don't want the railways spending profits that they think are due to them on capital improvements. You can't make a profit if you can't deliver the product.
From the linked article: -" We cannot continue a system where the railroads face no consequences for providing unpredictable service and shippers, and ultimately farmers, ranchers, and the American public pay for it when it goes wrong."-
Gee, it really strikes me as unfortunate that there is no way to implement "best practices" guidelines that might lead the railroads through this time of uncertainty...
Emergency hearing called.
https://www.rfdtv.com/story/46373297/surface-transportation-board-discusses-what-is-being-dubbed-as-the-rail-shipping-crisis
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