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.
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
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.
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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...
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".
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.
Don't know if that core system will work - the flour mill that created the first shipments has closed.
This is hilarious! Real railroad humor!
Thanks, Balt. You always make me think...and often laugh.
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