Seems a little vague to me...it would be hard to do a roll by when the train is stopped... and who determines "as much of the train as is possible"? If the weather is really bad can the conductor say "no..I'm not going to walk the train today". I don't know...this might not be such a great rule...although the net result might be alot of skinny conductors.
Yes its true. Reality might be slightly different..
Canadian Pacific General Order A-17 (US East and West Regions) August 17, 2012:
"GCOR Rule 6.29.2 added to as follows:
When a train stops enroute, a walking and/or roll by inspection of as much of the train as is possible must be made as time and conditions permit. This does not apply to passenger trains.
Note: The objective, to ensure their train is in good order, with no obvious evidence of hazardous conditions. Inspections are not to be performed between adjacent main tracks or sidings. Information provided by the Train Dispatcher relating to the expected delay is to be used to determine how much may be inspected without delaying the train. If such information is not provided, crews should request same from the Train Dispatcher."
Just what I heard from a reliable source... just curious if it is true or not.
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
Well that's interesting.. .would really be hell in the winter on some remote stretch of track..on one of those 12000 ft. long distributed power trains.
Ulrich That doesn't sound plausible... more likely it's a visual inspection of the other train as it goes by. That would make more sense and would probably even be a good idea. The defect detectors can't pickup some things that a conductor can spot.. no need to tell you that I'm sure.
That doesn't sound plausible... more likely it's a visual inspection of the other train as it goes by. That would make more sense and would probably even be a good idea. The defect detectors can't pickup some things that a conductor can spot.. no need to tell you that I'm sure.
No, not a roll-by. As I recall talking to a CN employee, they had the same walking rule (under EHH leadership).
Any truth to the rumors about new rules, like making the conductor do a walking inspection of his train at meets? I'd hate to be the dispatcher there:
"changed my mind, I'm going to run you now."
"Hold on, my conductor is 80 cars back!"
They have no faith in their defect detectors?
cptrainman Well, of course there are going to be people mad at EHH because of the changes he is making at CP. People get comfortable and resist change. Myself, I welcome a stronger RR that will continue to provide me with employment until I retire. Regarding those old SD 40s. Get rid of them. Having run CP's old SD 40s, I can personally state that they are a maintenance headache. They are too old and the parts are harder and harder to come by. Most parts are refurbished. I have never run a SD40 or GP38 that is all in working condition. There is always something wrong them. Aside from that, the question whether EHH is cutting too far was also the question at CN. Unhappy customers may become normal but I believe they can live with a little less service if the price is right. I can atest that CN is doing it right. I see daily how much traffic CN has taken from CP over the years and the quarterly reports prove what I see. All these reports of dissatisfied customers maybe true, but the RR and their customers all have one thing in common. It's all about the money. If CNs marketing people can bid on a contract that is 10% to 20% less in cost than CP, which way will the customer go? Of course they will go to CN and put up with a little less service. The proof is there for all to see today.
Well, of course there are going to be people mad at EHH because of the changes he is making at CP. People get comfortable and resist change. Myself, I welcome a stronger RR that will continue to provide me with employment until I retire.
Regarding those old SD 40s. Get rid of them. Having run CP's old SD 40s, I can personally state that they are a maintenance headache. They are too old and the parts are harder and harder to come by. Most parts are refurbished. I have never run a SD40 or GP38 that is all in working condition. There is always something wrong them.
Aside from that, the question whether EHH is cutting too far was also the question at CN. Unhappy customers may become normal but I believe they can live with a little less service if the price is right. I can atest that CN is doing it right. I see daily how much traffic CN has taken from CP over the years and the quarterly reports prove what I see.
All these reports of dissatisfied customers maybe true, but the RR and their customers all have one thing in common. It's all about the money. If CNs marketing people can bid on a contract that is 10% to 20% less in cost than CP, which way will the customer go? Of course they will go to CN and put up with a little less service. The proof is there for all to see today.
Well now hold on a second. I think you need to clarify some things. You are talking about canadian GP38's I presume as every one I know loves the SOO GP38-2's. Pull hard, dont slip easily like the GP40's, and are in good shape.
Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..."
The Missabe Road: Safety First
The rule of commonsense ... I haven't stated that there hasn't been substantive comment...just saying that the thread's inflammatory title hasn't helped that cause. Besides, it sounds silly..
Ulrich Your headline, "I Hate Hunter Harrison", really detracts from your post. i'm surprised that the forum moderators let it stand.
Your headline, "I Hate Hunter Harrison", really detracts from your post. i'm surprised that the forum moderators let it stand.
What rule does the title violate? It seems to have gotten people's attention and evoked quite a bit of substantive comment overall in the thread.
beaulieu Where did WCL have an Intermodal terminal in New Brighton?
Where did WCL have an Intermodal terminal in New Brighton?
Space was rented from the Minnesota Commerical- as I recall it was about as successful as the Chippewa Falls ramp.
Jeff2006 It's been a big change from when i hired out, personally welcome the change and am excited what may come about down the road before he steps down as CEO
It's been a big change from when i hired out, personally welcome the change and am excited what may come about down the road before he steps down as CEO
That's the spirit, Jeff. When everybody in the industry has your positive, can-do attitude, the transition from the bad old days -- when the rails were going down, with no help in sight -- will be complete.
Who would have dared say 20 years ago -- even 10+ years after Staggers, and 20 years after Amtrak had taken passengers off their hands -- that the rails would be where they are today? Contrarily, who today would bet AGAINST the rails still being vital in 50 or 100 years?
It's taken a lot of bold industry leaders -- as well as faithful operating people -- to get the rails where they are today, and H.H. is one of them. There is simply no reason in the historical record to think he will do less with CP than he did with IC and CN.
My obsservation about the beer is from dealing with certain customers who do not want to go with bracing their product inside a shipping container for rail shipment. Schneider bought a fleet of short trailers that can be loaded to full cubic space capacity to eliminate the need for bracing beer loads.
Works for trucking, but I don't see very many 43ft rail containers. And hauling beer from eastern micro-breweries out to the west coast was certainly a nice break from the usual routine of running southeast US into the northeast.
As a current CP employee I along with the other people who work for CP have felt the change being brought by HH but its nothing we should've been surprised by. The man has an idea of how things should be run and so forth. Some people dont like him others like his bold goals being set. With running longer trains then normal he's saving dwell on cars and also saving crews/loco's. It's been a big change from when i hired out, personally welcome the change and am excited what may come about down the road before he steps down as CEO
adrianspeeder Mr. Railman If they have better power stored elsewhere, then why do they use many leased locomotives, GE and EMD alike? That is the point, use nicer up to date lease power that isn't in short supply. I wouldn't want to run around in ole garbage without AC and such. NS is finally cuttin' up non -2 SD-40s as we speak. Adrianspeeder
Mr. Railman If they have better power stored elsewhere, then why do they use many leased locomotives, GE and EMD alike?
If they have better power stored elsewhere, then why do they use many leased locomotives, GE and EMD alike?
That is the point, use nicer up to date lease power that isn't in short supply. I wouldn't want to run around in ole garbage without AC and such. NS is finally cuttin' up non -2 SD-40s as we speak.
Adrianspeeder
That's the thing...many of the SD40s are SD40-2s...the SD60s are getting rebuilt and repainted. The older geeps could be demoted to local service or the scrapper.
Also, there are plenty of leased SD40-2s being used on trains, such as 276/277.
Great point there. There are a lot of newer units that could be leased.
As for the snarkiness here....
Haters Gonna Hate....
Any argument carried far enough will end up in Semantics--Hartz's law of rhetoric Emerald. Leemer and Southern The route of the Sceptre Express Barry
I just started my blog site...more stuff to come...
http://modeltrainswithmusic.blogspot.ca/
nordique72 WC had intermodal ramps at New Brighton (Twin Cities), Stevens Point, Neenah, Chippewa Falls and Green Bay (which was a Schneider ramp operated by WC).
WC had intermodal ramps at New Brighton (Twin Cities), Stevens Point, Neenah, Chippewa Falls and Green Bay (which was a Schneider ramp operated by WC).
Where did WCL have an Intermodal terminal in New Brighton? They used the Minnesota Commercial at New Brighton for their yard facilities such as they were. If they were south of the Soo trackage they would have had to be tucked behind Bell Pole, and there wasn't really any room to the north either. The only Intermodal I remember was off the BN.
Vern Moore Intermodal operations in Milwaukee will never be cost effective because Milwaukee is simply too close to the much larger and efficient intermodal facilities in Chicago. Intermodal is designed to be cost effective by making up to the first 300 miles of a haul via road, then the rail segment and then a return to road for up to the last 300 miles. That's why all major trucking companies (Schneider, JB Hunt, Swift, Werner) are all moving towards doing regional haul trucking and everything over 600 miles total transit being moved by rail. Gone are the days when as a Schneider driver I would regularly get 1500-mile dispatches. Only freight too time sensitive to accept rail terminal delay time or incompatible with rail (like bottled beer) are candidates for road-only haul these days, and competition for that market with smaller, lower costs carriers is getting cut-throat.. Now a "long-haul" driver feels lucky to get a 600 mile assignment and those old 1500 mile loads are very few and far between. Meanwhile companies like Schneider are marketting intermodal service at a fraction of what a driver hauling that 1500 mile load costs the customer. If you look at the traffic base in and out of all the terminals that EHH has closed you will see that the freight is being re-directed to larger terminals somewhere within 300 miles of the closed terminal's location. For now that is the cost-effective service radius of an intermodal terminal and the railroads, container chassis suppliers and trucking companies are concentrating their efforts to build-out and refine that system. CP and WC were examples of companies that had overbuilt their intermodal systems and that now have to pare down the un-needed facilities to remain cost-competitive with the companies that have already slimmed-down. EHH did not cause that situation to arise, management before him did and he is now charged with correcting that situation to make CP as profitable of a railroad as he can.
Intermodal operations in Milwaukee will never be cost effective because Milwaukee is simply too close to the much larger and efficient intermodal facilities in Chicago. Intermodal is designed to be cost effective by making up to the first 300 miles of a haul via road, then the rail segment and then a return to road for up to the last 300 miles.
That's why all major trucking companies (Schneider, JB Hunt, Swift, Werner) are all moving towards doing regional haul trucking and everything over 600 miles total transit being moved by rail. Gone are the days when as a Schneider driver I would regularly get 1500-mile dispatches. Only freight too time sensitive to accept rail terminal delay time or incompatible with rail (like bottled beer) are candidates for road-only haul these days, and competition for that market with smaller, lower costs carriers is getting cut-throat..
Now a "long-haul" driver feels lucky to get a 600 mile assignment and those old 1500 mile loads are very few and far between. Meanwhile companies like Schneider are marketting intermodal service at a fraction of what a driver hauling that 1500 mile load costs the customer.
If you look at the traffic base in and out of all the terminals that EHH has closed you will see that the freight is being re-directed to larger terminals somewhere within 300 miles of the closed terminal's location. For now that is the cost-effective service radius of an intermodal terminal and the railroads, container chassis suppliers and trucking companies are concentrating their efforts to build-out and refine that system.
CP and WC were examples of companies that had overbuilt their intermodal systems and that now have to pare down the un-needed facilities to remain cost-competitive with the companies that have already slimmed-down. EHH did not cause that situation to arise, management before him did and he is now charged with correcting that situation to make CP as profitable of a railroad as he can.
Welcome to the forum.
You write well and are knowledgeable.
But, I've got one nit to pick. At the Ole ICG we could handle bottled beer just fine in TOFC service. When Schlitz closed its Milwaukee brewery they chose to supply the Chicago and Milwaukee areas out of their Memphis brewery.
We needed northbound loads out of Memphis so we went after the business. We got it. We handled kegs, cans and bottles. Worked like a charm and put dollars on the bottom line. (It's only 500 miles from Memphis to Chicago. We trucked the suds up from the Chicago terminal to the Milwaukee market.)
What was needed was insulated trailers. We leased 100. Loaded 'em south with whatever and brought the beer back north.
A few years ago I was having a pizza dinner in a bar in Fond du Lac that still served Schlitz. I thought: "I haven't had one of those in years" - so I ordered a Schlitz to go with the pizza. A couple sips reminded me why I hadn't ordered a Schlitz for a while.
When I look at what CN did with the WC, the results were not surprising. CN just wanted a route from their system in Western Canada to Chicago, as CN officials called it at the time "the missing link". they did not care about local traffic. They were not interested in growing new biz. Of course one reasoning was, WC had some cost advantage, and were flexible enough to go out for the small potatoes. And yes, customers I talked with were quite happy. WC was easy to deal with, and shippers at the paper mills loved that.
As soon as CN took over, things fell apart. Long term customers lost service. One had to resort to trucking from Iowa as a result. CN did not care, and did not have any advantage in labor or cost.
Now I am not sure about the figures as they relate to car-loadings originated or terminated within the former WC territory, but I am sure willing to bet it has dropped drastically. A few here, a few there add up real quick. In some cases, customers went out of business because the increased costs of transport dented their bottom line too badly.
Next, allow me to point out E-Dot had many gaffs. One was on the former GTW, where his managers decided to single track around Marcellus on the South Bend sub. It became a bottle neck, and E-Dot supported the move. In the end, he and his crew had to eat crow, and as I understand it, restore the second main. I hear stories from other railroaders about the goofs on he former IC RR. And of course the constant back ups of traffic on interchange coming into Chicago on other carriers. And I quote one morning report "as usual CN cannot handle the cars til later in the day, so find a place for the trains to park...". Not a blip on the radar, but a constant problem, to which other carriers had to alter their operations to resolve. Many more stupid moves I have witnessed, or been privy to, raises a lot of eyebrows.
Then finally the EJ&E debacle. His managers, lawyers or other staff dropped the ball when it came to the merger. Not something I expected from the Railroader of the Century (or whatever they called E-Dot).
It is true, they were profitable, but at what cost? In the case of customers, losing access to the national network was not appropriate. To the public, the arrogance was a faux pas. To connecting carriers, a lot more cooperation was needed. To his employees, well I shall leave that for the folks up there to relate, needless to say, it was not in any spririt of goodwill.
USAF TSgt C-17 Aircraft Maintenance Flying Crew Chief & Flightline Avionics Craftsman
edblysard As it is written, it doesn’t deserve a response beyond “whatever” and any other dismissive you can come up with, But of course you had to jump in and stir the pot, so forget any response beyond this one.
As it is written, it doesn’t deserve a response beyond “whatever” and any other dismissive you can come up with,
But of course you had to jump in and stir the pot, so forget any response beyond this one.
"Stir the pot?" There you go again, attacking the messenger. You are the one who was so dismissive of his questions. As I said, he may or may not be off the mark, but why not just try to deal with the substance rather than his wording, which you took offense at. BTW, HH doesn't need you to defend him.
C&NW, CA&E, MILW, CGW and IC fan
Schlimn,
The question was a serious one, because how I was going to word my next response depended on whether I was dealing with an adult or a teenage railfan mad because his favorite train no longer runs…his original post reads like a kids rant about a paint scheme change,
Had he been say, 14 or 15 I would have referred him to several excellent Trains articles about Harrison and suggested he re-word his post to highlight the concerns he has, as opposed to his dislike of Harrison.
At 19, he should be old enough to temper his anger with the knowledge that “I Hate” in a title immediately relegates his post to the PO’ed foamer category.
Harrison is doing what he is paid to do, trim off the parts that don’t make a profitable return for the shareholders, cut the cost as far as he can, and redevelop the core business.
23 17 46 11
Yes, it is a high cost service, even higher when put on the road and not the rails...I wonder if that's why ZIM began shipping containers to and from Milwaukee not too long ago?
Mr. Railman Yes, he has run a few more railroads, but keep in mind that when he operated the CN, customers were not satisfied with the service. Just because CP stock goes up doesn't mean customers are satisfied.
Yes, he has run a few more railroads, but keep in mind that when he operated the CN, customers were not satisfied with the service. Just because CP stock goes up doesn't mean customers are satisfied.
Thanks to Chris / CopCarSS for my avatar.
schlimm Murphy SidingAre you a CP stockholder? Harrison is doing what he thinks is best for the business- something he was asked to do, when he was put in that position. The results might not be things you like in the part of the little world that you live, but he isn't doing it to please you. Is he doing what's right? Or what's wrong? I don't know. You don't know. I'd have to lean towards his perspective over yours. He's run a couple more railroads than you have. So, according to you, unless one is a shareholder or a railroad CEO, and is not immature, nobody can raise questions about the effectiveness of Harrison's business strategy from various perspectives, including from the little world in which the poster may reside? If so, few of the folks who participate in these threads are in a position to do so.
Murphy SidingAre you a CP stockholder? Harrison is doing what he thinks is best for the business- something he was asked to do, when he was put in that position. The results might not be things you like in the part of the little world that you live, but he isn't doing it to please you. Is he doing what's right? Or what's wrong? I don't know. You don't know. I'd have to lean towards his perspective over yours. He's run a couple more railroads than you have.
So, according to you, unless one is a shareholder or a railroad CEO, and is not immature, nobody can raise questions about the effectiveness of Harrison's business strategy from various perspectives, including from the little world in which the poster may reside? If so, few of the folks who participate in these threads are in a position to do so.
Mr. Railman At first it was a distaste for Canadian National, but now it sounds like the CN is making a turnaround, working vigorously on completing construction of the EJ&E improvements, and reinstating old IC and GTW SD40s into service, saving them from the Scrap pile that E. Hunter Harrison wanted to take them to. The improvements that you are lauding CN on the old EJE for were initated by Hunter Harrison before he left CN. They didn't dream up those improvements overnight- those were all drawn up at the time of the EJE purchase. As for a couple SD40s returned to service- there were a couple brought back, but not exactly a large number. The Wisconsin Central had about three intermodal terminals on their system, if I'm correct. One was in Green Bay, another in Minneapolis, and a third somewhere else on their system. WC had intermodal ramps at New Brighton (Twin Cities), Stevens Point, Neenah, Chippewa Falls and Green Bay (which was a Schneider ramp operated by WC). The intermodal out of the Twin Cities was never run in a dedicated train (in fact most of it was Ashley Furniture containers received from the BNSF at Minneapolis), the Schneider service out of Green Bay was two pairs of trains a day to Chicago by the time of the CN merger. The ramps at Chippewa Falls, Neenah and Point were all small potatoes- in fact the Chippewa Falls ramp never handled a single load. The reasons for why CN ditched the Schneider trains was due to the short haul to Chicago where the traffic was interchanged to other roads- for the WC this was a good mid-range haul to an endpoint on their system. Not so for the CN. They also operated parts of Schiller Park for their container shipments. Soo/CP owned Schiller Park - that was not a WC ramp. WC had no ramp in the Chicagoland area. WC intermodal mostly went to the IC IMT ramp along I-55. WC did have some leased yard tracks at Schiller Park and ran a pair on manifests out of there, but other than that they did not have much at Schiller Park. The WC was growing into a powerful railroad empire. WC had grown as much as it could in it's region- they were doing well, but the stockholders did not see much in the way of potential growth so they decided to oust Burkhardt and sell out to CN. He was also quick about getting rid of the WCs EMD power too, including what was left of the GBW (but that's only a minor reason to hate him) All of the ex-GBW power was long gone by the time Hunter took over WC- there was some old Fox River Valley junk still running. But a fleet of SD45s- while romantic for railfans was not so much for management. One SD75I could do the job of two SD45s. One final thing is the employment. This is from an actual dispatcher of the CN, nee WC. He said that he works at one location for thirty days, and then they transfer him to another location for thirty days...which can be understandable so they can learn the system. There is nothing odd about that- dispatchers can be moved from one desk to another as needed. They are all stationed at Homewood- so it's not like they are getting sent all over the country. Now that He is the head of rival Canadian Pacific, He is getting rid of things here. The Sprinter service between Chicago and St Paul, the premeire service through those subdivisions, is now gone. 484 and its counterpart hasbeen mreged with 282s consist, and 282 has been operating with 3-4 variants some days recently. That's called efficiency- he saw you could combine the short haul Sprint 182/183 trains with the other Twin Cities trains and save on crews/locomotive use... that's a good business decision. You can always run a second section as needed on the days when the container business is strong instead of pointlessly 7 times a week. Same thing with 282/484- saves on crews/locomotives/etc. I'm sorry if that's one less train for you to photograph. Another thing is the elimination of the Milwaukee Intermodal operations, effective tomorrow. Train 277, a CP train that makes intermediate stops, has been, in the past month or so, carrying at least one set of well cars......well cars destined for MILWAUKEE. The city might file a lawsuit because of this action, seeing that UP can't transport double stacks due to height restrictions. if Anything, I'd try and find a way to add TOFC to the facility in Milwaukee before deciding to delete it. Yes, a small carload short haul intermodal service that most likely barely breaks even for the CP. Why would they keep something like this? That's like ignoring a leaky faucet because it's only dripping. Also, there is a line of old IC&E/DM&E/CP locomotives ready to go to scrap. The leases are coming due on these engines- CP is buying brand new GEs... there is no reason to keep this old junk around. They don't keep engines around just so you can take pictures of them.` I think this man should look at the quality company he is demolishing. And no, I'm not just mad about demolition of equipment. You need to get your facts straight- you can't see all of the ledger sheets showing loss and gain from certain services and operations. All the things he is doing are to SAVE the CP- save them money, crews, time, efficiency.... and looking at his previous companies he ran, CN isn't exactly in ruins, nor was the IC after he was done with it. In fact they both became highly efficient systems with low operating ratios that was the envy of the industry. Now the one thing that does make a black mark on Hunter's report card is his past treatment of employees and some captive customers- time will only tell if he brings that part of his attitude to the CP.
At first it was a distaste for Canadian National, but now it sounds like the CN is making a turnaround, working vigorously on completing construction of the EJ&E improvements, and reinstating old IC and GTW SD40s into service, saving them from the Scrap pile that E. Hunter Harrison wanted to take them to.
The improvements that you are lauding CN on the old EJE for were initated by Hunter Harrison before he left CN. They didn't dream up those improvements overnight- those were all drawn up at the time of the EJE purchase. As for a couple SD40s returned to service- there were a couple brought back, but not exactly a large number.
The Wisconsin Central had about three intermodal terminals on their system, if I'm correct. One was in Green Bay, another in Minneapolis, and a third somewhere else on their system.
WC had intermodal ramps at New Brighton (Twin Cities), Stevens Point, Neenah, Chippewa Falls and Green Bay (which was a Schneider ramp operated by WC). The intermodal out of the Twin Cities was never run in a dedicated train (in fact most of it was Ashley Furniture containers received from the BNSF at Minneapolis), the Schneider service out of Green Bay was two pairs of trains a day to Chicago by the time of the CN merger. The ramps at Chippewa Falls, Neenah and Point were all small potatoes- in fact the Chippewa Falls ramp never handled a single load. The reasons for why CN ditched the Schneider trains was due to the short haul to Chicago where the traffic was interchanged to other roads- for the WC this was a good mid-range haul to an endpoint on their system. Not so for the CN.
They also operated parts of Schiller Park for their container shipments.
Soo/CP owned Schiller Park - that was not a WC ramp. WC had no ramp in the Chicagoland area. WC intermodal mostly went to the IC IMT ramp along I-55. WC did have some leased yard tracks at Schiller Park and ran a pair on manifests out of there, but other than that they did not have much at Schiller Park.
The WC was growing into a powerful railroad empire.
WC had grown as much as it could in it's region- they were doing well, but the stockholders did not see much in the way of potential growth so they decided to oust Burkhardt and sell out to CN.
He was also quick about getting rid of the WCs EMD power too, including what was left of the GBW (but that's only a minor reason to hate him)
All of the ex-GBW power was long gone by the time Hunter took over WC- there was some old Fox River Valley junk still running. But a fleet of SD45s- while romantic for railfans was not so much for management. One SD75I could do the job of two SD45s.
One final thing is the employment. This is from an actual dispatcher of the CN, nee WC. He said that he works at one location for thirty days, and then they transfer him to another location for thirty days...which can be understandable so they can learn the system.
There is nothing odd about that- dispatchers can be moved from one desk to another as needed. They are all stationed at Homewood- so it's not like they are getting sent all over the country.
Now that He is the head of rival Canadian Pacific, He is getting rid of things here. The Sprinter service between Chicago and St Paul, the premeire service through those subdivisions, is now gone. 484 and its counterpart hasbeen mreged with 282s consist, and 282 has been operating with 3-4 variants some days recently.
That's called efficiency- he saw you could combine the short haul Sprint 182/183 trains with the other Twin Cities trains and save on crews/locomotive use... that's a good business decision. You can always run a second section as needed on the days when the container business is strong instead of pointlessly 7 times a week. Same thing with 282/484- saves on crews/locomotives/etc. I'm sorry if that's one less train for you to photograph.
Another thing is the elimination of the Milwaukee Intermodal operations, effective tomorrow. Train 277, a CP train that makes intermediate stops, has been, in the past month or so, carrying at least one set of well cars......well cars destined for MILWAUKEE. The city might file a lawsuit because of this action, seeing that UP can't transport double stacks due to height restrictions. if Anything, I'd try and find a way to add TOFC to the facility in Milwaukee before deciding to delete it.
Yes, a small carload short haul intermodal service that most likely barely breaks even for the CP. Why would they keep something like this? That's like ignoring a leaky faucet because it's only dripping.
Also, there is a line of old IC&E/DM&E/CP locomotives ready to go to scrap.
The leases are coming due on these engines- CP is buying brand new GEs... there is no reason to keep this old junk around. They don't keep engines around just so you can take pictures of them.`
I think this man should look at the quality company he is demolishing. And no, I'm not just mad about demolition of equipment.
You need to get your facts straight- you can't see all of the ledger sheets showing loss and gain from certain services and operations. All the things he is doing are to SAVE the CP- save them money, crews, time, efficiency.... and looking at his previous companies he ran, CN isn't exactly in ruins, nor was the IC after he was done with it. In fact they both became highly efficient systems with low operating ratios that was the envy of the industry. Now the one thing that does make a black mark on Hunter's report card is his past treatment of employees and some captive customers- time will only tell if he brings that part of his attitude to the CP.
x
Its not nice to say "hate."
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