Great Lakes and Ohio River Railroad
-
AARR
- Incognito and Irrelevant
- Posts: 39522
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
Do you have a master list that keeps track of your empire?
PatC created a monster, 'cause nobody wants to see Don Simon no more they want AARR I'm chopped liver, well if you want AARR this is what I'll give ya, bad humor mixed with irrelevant info that'll make you roll your eyes quicker than a ~Z~ banhammer...
Re: Great Lakes and Ohio River Railroad
Some people have questioned where does the Grand Rapids Southeastern or the Alma and Mid-Michigan get the power for thier unit trains as the power they have online would not be sufficient for operating unit trains of grain or fertilizer.
Grand Rapids Southeastern gets unit trains from a couple different companies and they are handled differently.
If the train is coming from NS, is handed off to the GLOR in Elkhart (or rarely Toledo) and a GLOR crew will take the train to Grand Rapids. In Grand Rapids, the power is left on the train and a GRSE crew will take train to load or unload before returning it to the GLOR.
If it is a CSX train, the train is brought to Wyoming Yard. GRSE crews will pick up the GLOR power from the yard, run lite (or occassionally with interchange traffic for CSX) using trackage rights into Wyoming Yard. They will bring the train back to the GRSE tracks, load or unload, and return the train to CSX, again using trackage rights, before running lite, or possibly with interchange traffic from CSX, back to the GLOR Yard.
For trains on the Alma and Mid-Michigan, the train is brought from the interchange partner (CN-Durand, CSX and NS-Toledo) by the GLOR to Wright Siding in Alma, where an Alma and Mid-Michigan crew takes over the train and power, running it to the Cargill Elevator for loading. The return is simply the reverse routing.
Also, there have been questions raised about how the CP&P and GLOR are handling their interchange. Unlike many interchanges, the GLOR and CP&P is generally an active interchange, meaning both railroads are actively on site for the interchange at the same time. This involves significant coordination between the railroads to assure the CP&P crew and GLOR crews both arrive on site approximately the same time. This arrangement had been working well. Sometimes, depending the qualtity of interchange traffic, a dead interchange is used where one railroad simply leaves cars for the other in the siding. Since Petoskey is at the very end of the line and GLOR often has other customers to service while enroute to interchange with the CP&P, the GLOR will often drop the non-CP&P traffic in either Boyne Falls or in the siding at Elmira, before going to the interchange with the CP&P. Elmira is prefered as it is a longer siding, and is already used as a small yard when servicing East Jordon Iron Works and the cement terminal. If loadings are really heavy on that line, multiple sidings will be used to store and stage cars.
The interchange with the MMGN is pretty straight forward now that the MMGN comes onto GLOR tracks to interchange cars in the small yard. The only thing that gets complicated is if there is a unit train, plus interchange cars all coming into town at the same time.
Grand Rapids Southeastern gets unit trains from a couple different companies and they are handled differently.
If the train is coming from NS, is handed off to the GLOR in Elkhart (or rarely Toledo) and a GLOR crew will take the train to Grand Rapids. In Grand Rapids, the power is left on the train and a GRSE crew will take train to load or unload before returning it to the GLOR.
If it is a CSX train, the train is brought to Wyoming Yard. GRSE crews will pick up the GLOR power from the yard, run lite (or occassionally with interchange traffic for CSX) using trackage rights into Wyoming Yard. They will bring the train back to the GRSE tracks, load or unload, and return the train to CSX, again using trackage rights, before running lite, or possibly with interchange traffic from CSX, back to the GLOR Yard.
For trains on the Alma and Mid-Michigan, the train is brought from the interchange partner (CN-Durand, CSX and NS-Toledo) by the GLOR to Wright Siding in Alma, where an Alma and Mid-Michigan crew takes over the train and power, running it to the Cargill Elevator for loading. The return is simply the reverse routing.
Also, there have been questions raised about how the CP&P and GLOR are handling their interchange. Unlike many interchanges, the GLOR and CP&P is generally an active interchange, meaning both railroads are actively on site for the interchange at the same time. This involves significant coordination between the railroads to assure the CP&P crew and GLOR crews both arrive on site approximately the same time. This arrangement had been working well. Sometimes, depending the qualtity of interchange traffic, a dead interchange is used where one railroad simply leaves cars for the other in the siding. Since Petoskey is at the very end of the line and GLOR often has other customers to service while enroute to interchange with the CP&P, the GLOR will often drop the non-CP&P traffic in either Boyne Falls or in the siding at Elmira, before going to the interchange with the CP&P. Elmira is prefered as it is a longer siding, and is already used as a small yard when servicing East Jordon Iron Works and the cement terminal. If loadings are really heavy on that line, multiple sidings will be used to store and stage cars.
The interchange with the MMGN is pretty straight forward now that the MMGN comes onto GLOR tracks to interchange cars in the small yard. The only thing that gets complicated is if there is a unit train, plus interchange cars all coming into town at the same time.
Re: Great Lakes and Ohio River Railroad
Sort of. I do for the locomotive roster. I need to work on the organization of the railroads / lines / branches / interchanges / ect a little more.
A lot of time is going back through old posts to find the correct information.
Re: Great Lakes and Ohio River Railroad
GLOR operations crews are looking at significant congestion issues on the Owosso to Toledo segment of the railroad. Currently the only locations available for trains to meet are
1) Milan Yard - Can be used for small trains meeting if not full of cars for interchange with NS
2) Urania Siding - Can be used, but GLOR prefers to use this for staging cars for customers in the area.
3) Ferry Yard, but that is limited due to blocking the crossing at Hoover St in Ann Arbor. (This siding was put in for running around unit trains of grain from the Northern Division going to Albion, not for meeting through freights and unit trains.
4) Osmer Yard - This yard can be congested with local traffic and trains picking up or setting out traffic.
5) Chilson Siding - This siding is limited in length, so longer trains having to meet can be difficult to handle.
6) Durand Yard - Often requires splitting trains.
GLOR crews are trying to determine how to expand capacity on the southern end of the Northern Division to allow a free flow of traffic through the area.
The issue is the significant number of unit trains being operated on the line. It is not uncommon for two grain / fertilizer / soybean trains to be operating on the line simultaneously while also running unit autoracks (from Toledo to Diann), and multiple unit trash trains are also running. Add in the locals, hot shot Saline-Wayne, and through freights running over the railroad and traffic can at times be constrained. The easy solution would be to double track the line, but that isn't realistic event for the GLOR.
Two possibilities have emerged for the railroad to consider one or both projects.
First is the expansion of Osmer Yard's lead tracks (east and west side north end), making the railroad three tracks from Joy Road most of the way north to Northfield Church Rd. This would work, but would require working with the Washtenaw County Road Commission regarding the closing / delays on Joy Rd. The best solution would be a system of signals alerting traffic to delays at the crossing and using Warren Rd as an alternate route. Closing Joy Rd would be a possible solution, but train volumes don't justify that yet in my opinion.
Second is expanding Chilson Siding to allow for trains to meet. This would require either expanding the siding across Chilson Rd or Brighton Rd. Currently the siding is 4000 feet. The most likely expansion would be to expand across Brighton Rd, as this is much less likely to be impacted by increased traffic levels, but is still a fairly busy road that locals will not want to see blocked regularly. Expansion of Chilson siding to allow for meets would likely require trains coming southbouth to stop south of Ann Pere and wait until soon before the meet to enter Chilson.
1) Milan Yard - Can be used for small trains meeting if not full of cars for interchange with NS
2) Urania Siding - Can be used, but GLOR prefers to use this for staging cars for customers in the area.
3) Ferry Yard, but that is limited due to blocking the crossing at Hoover St in Ann Arbor. (This siding was put in for running around unit trains of grain from the Northern Division going to Albion, not for meeting through freights and unit trains.
4) Osmer Yard - This yard can be congested with local traffic and trains picking up or setting out traffic.
5) Chilson Siding - This siding is limited in length, so longer trains having to meet can be difficult to handle.
6) Durand Yard - Often requires splitting trains.
GLOR crews are trying to determine how to expand capacity on the southern end of the Northern Division to allow a free flow of traffic through the area.
The issue is the significant number of unit trains being operated on the line. It is not uncommon for two grain / fertilizer / soybean trains to be operating on the line simultaneously while also running unit autoracks (from Toledo to Diann), and multiple unit trash trains are also running. Add in the locals, hot shot Saline-Wayne, and through freights running over the railroad and traffic can at times be constrained. The easy solution would be to double track the line, but that isn't realistic event for the GLOR.
Two possibilities have emerged for the railroad to consider one or both projects.
First is the expansion of Osmer Yard's lead tracks (east and west side north end), making the railroad three tracks from Joy Road most of the way north to Northfield Church Rd. This would work, but would require working with the Washtenaw County Road Commission regarding the closing / delays on Joy Rd. The best solution would be a system of signals alerting traffic to delays at the crossing and using Warren Rd as an alternate route. Closing Joy Rd would be a possible solution, but train volumes don't justify that yet in my opinion.
Second is expanding Chilson Siding to allow for trains to meet. This would require either expanding the siding across Chilson Rd or Brighton Rd. Currently the siding is 4000 feet. The most likely expansion would be to expand across Brighton Rd, as this is much less likely to be impacted by increased traffic levels, but is still a fairly busy road that locals will not want to see blocked regularly. Expansion of Chilson siding to allow for meets would likely require trains coming southbouth to stop south of Ann Pere and wait until soon before the meet to enter Chilson.
Re: Great Lakes and Ohio River Railroad
There is a new potential customer inline for the GLOR, although the exact location is yet to be determined.
Algoma Steel once operated a plant with Michigan Seemless Tube in Pellston, Michigan. Due to a downturn in the econpmy, this plant was closed which lead to the removal of the CP&P line to Pellston.
Talks have begun again for Algoma Steel and MST to restart the operation, although the Pellston location would not be a viable option. MST's South Lyon facility would not have the capacity, so the joint venture is looking for an additional location, one that has rail access. One of the locations under consideration is in Durand. A reason for this location is access to rail from CN and the GLOR.
If this project does happen, Algoma Steel would provide the steel from their SSM plant and MST would provide the resources to create a vareity of coated steel pipes for multiple industries.
The reason Durand is currently the front running location is logistics. the SSAC provides exclusive rail access to the Steel Mill in SSM, but CN still maintains a presence in SSM. SSAC would hand off sheet steel to CN in SSM (until a potential change happens), who would then bring the steel to Durand, where it would be handed to the GLOR to deliver to the coated tube plant. If built, the plant would receive steel by rail as well as plastic coating material via covered hoppers and tank cars.
CN like this plan because they would get the line haul revenue while GLOR would get the switching contract for the delivery.
The location of this plant would be on a portion of the property which was previously planned for the "Project Tim" which never got off the ground.
Speaking of Durand, one of the issues the GLOR and CN are having is trains working Durand. CN feels their trains are having to spend too much time cutting off their train, going around the wyes, backing into Durand Yard then heading back to their train before continuing on their way. The railroads are working on a couple alternative arrangements for interchange traffic to be streamlined in Durand.
The first option is to purchase the property on the NW quadrant of the diamond from Perrin Construction Co, and build a wye track in that quadrant. This would allow trains from the west working Durand to pull forward into the yard, then back up to their train without multiple forward and backwards moves. They would then drop their cars for the GLOR, connect to any outbounds they have to pick up, back around a single wye, reconnect to their train and depart.
A second, potentially less costly option is for CN crews to cut off their train on the main, pull forward and let the GLOR crews come to pick up any cars from CN, run into the yard, return with outbound cars, then let CN recouple and head out.
Algoma Steel once operated a plant with Michigan Seemless Tube in Pellston, Michigan. Due to a downturn in the econpmy, this plant was closed which lead to the removal of the CP&P line to Pellston.
Talks have begun again for Algoma Steel and MST to restart the operation, although the Pellston location would not be a viable option. MST's South Lyon facility would not have the capacity, so the joint venture is looking for an additional location, one that has rail access. One of the locations under consideration is in Durand. A reason for this location is access to rail from CN and the GLOR.
If this project does happen, Algoma Steel would provide the steel from their SSM plant and MST would provide the resources to create a vareity of coated steel pipes for multiple industries.
The reason Durand is currently the front running location is logistics. the SSAC provides exclusive rail access to the Steel Mill in SSM, but CN still maintains a presence in SSM. SSAC would hand off sheet steel to CN in SSM (until a potential change happens), who would then bring the steel to Durand, where it would be handed to the GLOR to deliver to the coated tube plant. If built, the plant would receive steel by rail as well as plastic coating material via covered hoppers and tank cars.
CN like this plan because they would get the line haul revenue while GLOR would get the switching contract for the delivery.
The location of this plant would be on a portion of the property which was previously planned for the "Project Tim" which never got off the ground.
Speaking of Durand, one of the issues the GLOR and CN are having is trains working Durand. CN feels their trains are having to spend too much time cutting off their train, going around the wyes, backing into Durand Yard then heading back to their train before continuing on their way. The railroads are working on a couple alternative arrangements for interchange traffic to be streamlined in Durand.
The first option is to purchase the property on the NW quadrant of the diamond from Perrin Construction Co, and build a wye track in that quadrant. This would allow trains from the west working Durand to pull forward into the yard, then back up to their train without multiple forward and backwards moves. They would then drop their cars for the GLOR, connect to any outbounds they have to pick up, back around a single wye, reconnect to their train and depart.
A second, potentially less costly option is for CN crews to cut off their train on the main, pull forward and let the GLOR crews come to pick up any cars from CN, run into the yard, return with outbound cars, then let CN recouple and head out.
Re: Great Lakes and Ohio River Railroad
There is some additional news related to the Railroad's locomotive fleet.
The GLOR, as well as its subsidiary lines, the NTTR, OWR, and soon to be ELSR, as well as the partially owned SSAC are all embarking on a project to support the regions the colleges and universities of the regions they serve.
As a result, selection universities will be given special paint schemes on GLOR, OWR, NTTR, ELSR and SSAC power. The exact schemes have not yet been determined, but the following universities will be included in phase 1 the project, some of which it is painful to agree to include.
University of Michigan
Michigan State University,
The Ohio State University,
Grand Valley State University
Northwood University
Saginaw Valley State University
Lake Superior State University
Northern Michigan University
Michigan Technological University
Hillsdale College
Defiance College
University of Toledo
Adrian College
Alma College,
Hope College,
Eastern Michigan University
Western Michigan University
Central Michigan University
Other universities may be added to the railroad roster in the future, and other special paint schemes may also be added.
In addition, three additional football specials have been added to the schedule by the GLOR.
10-19 will now also have a football special running between Mt. Pleasant and Ypsilanti for the CMU at EMU football game. The train will run on the GLOR's trackage from Mt. Pleasant to Ann Arbor and a bus will transport fans between Ann Arbor and Rynerson Stadium. This is expected to be a small trip, with only two or three passenger cars onboard the train.
11-19 will now also see a very rare Tueday Football Special. This trip will run from Kalamazoo, north to Grand Rapids, east to Durand, then to Mt. Pleasant during the morning and afternoon of 11-19. The game time is still TBD, but is expected to be a 7:00 pm start. Following the game, passengers will stay at a local hotel before returning southbound to Kalamazoo on the morning of the 20th.
The final new football special will be 11-30 from Ypsilanti to Kalamazoo. This train will board adjacent to EMU's Campus and Run to Kalamazoo and return. Exact times have not been announced as this gametime is considered a 12 day selection for the TV networks, so exact timing of the trip will be unknown until 12 days prior to the game.
The GLOR, as well as its subsidiary lines, the NTTR, OWR, and soon to be ELSR, as well as the partially owned SSAC are all embarking on a project to support the regions the colleges and universities of the regions they serve.
As a result, selection universities will be given special paint schemes on GLOR, OWR, NTTR, ELSR and SSAC power. The exact schemes have not yet been determined, but the following universities will be included in phase 1 the project, some of which it is painful to agree to include.
University of Michigan
Michigan State University,
The Ohio State University,
Grand Valley State University
Northwood University
Saginaw Valley State University
Lake Superior State University
Northern Michigan University
Michigan Technological University
Hillsdale College
Defiance College
University of Toledo
Adrian College
Alma College,
Hope College,
Eastern Michigan University
Western Michigan University
Central Michigan University
Other universities may be added to the railroad roster in the future, and other special paint schemes may also be added.
In addition, three additional football specials have been added to the schedule by the GLOR.
10-19 will now also have a football special running between Mt. Pleasant and Ypsilanti for the CMU at EMU football game. The train will run on the GLOR's trackage from Mt. Pleasant to Ann Arbor and a bus will transport fans between Ann Arbor and Rynerson Stadium. This is expected to be a small trip, with only two or three passenger cars onboard the train.
11-19 will now also see a very rare Tueday Football Special. This trip will run from Kalamazoo, north to Grand Rapids, east to Durand, then to Mt. Pleasant during the morning and afternoon of 11-19. The game time is still TBD, but is expected to be a 7:00 pm start. Following the game, passengers will stay at a local hotel before returning southbound to Kalamazoo on the morning of the 20th.
The final new football special will be 11-30 from Ypsilanti to Kalamazoo. This train will board adjacent to EMU's Campus and Run to Kalamazoo and return. Exact times have not been announced as this gametime is considered a 12 day selection for the TV networks, so exact timing of the trip will be unknown until 12 days prior to the game.
Re: Great Lakes and Ohio River Railroad
One other operation the GLOR is gearing up for this year is the sugar beet harvest. There will be six different loading sites in use this fall, all of which will be served by the GLOR to transport beets to the plants. GLOR purchased the old sugar beet hoppers back from the ICN when the ICN purchased used hoppers for the stone service. These hoppers had been leased in prior years by the GLOR for the harvest. GLOR has also leased 35 additional hoppers for the sugar beet season, bringing the estimated total of available cars to 92. These will be split into 3 sets, with each set working two different sites on the railroad.
GLOR will be moving several locomotives to Bay City over the next fews days, mainly GP38-2's and GP40-2's to power the beet harvest trains.
GLOR will be moving several locomotives to Bay City over the next fews days, mainly GP38-2's and GP40-2's to power the beet harvest trains.
Re: Great Lakes and Ohio River Railroad
Railfan observations 10/10/2024
00:15: HSSW -09: #4019 (SD40-2), 8 cars, #2030 (GP38-2) - Northbound then eastbound.
00:36: TOJA-09 - #4012 (SD40F-2), #6012 (SD60), #4014 (SD40F-2) with 83 cars. - Northbound then westbound via the connector.
00:45: DT-09 - #4036 (SD40-2), #4006 (SD40-2), #2007 (GP38AC-2), - Southbound with 78 cars and #1977 dead in tow - for Lima Shops)
01:38: CADT-09: #2019 (GP38-3), #2038 (GP38-2), #802 (SD38-2), #406 (GP40M-3) - 66 cars (including 14 loads of cement and 1 empty plastic covered hopper from CP&P)
02:28: Unit Grain Train - NS: #7009 (SD70M), #7011 (SD70M) - Middleton Grain
03:15: HSWS-10: #2030 (GP38-2), 8 cars, #4019 (SD40-2) -Westbound then Southbound
04:03: JATO-10: #600 (GP60), #601 (GP60) - 38 cars - Eastbound then South bound
04:49 - Unit Trash MT's - NS - #4022 (SD40-2) and #4026 (SD40-2)
06:13 - AA1-10 - #75 (SD20M-2), #76 (SD20M-2) - SB then WB - 2 cars , 1 for gympsum supply, 1 for Burt Forest products on gypsum supply spur.
06:48 - AA1-10 - #76 (SD20M-2), #75 (SD20M-2) - EB then NB - 0 cars back to Osmer Yard
07:21 - Amtrak 351 - WB - 5 cars - unknown locomotive number
08:42 - Unit Train Shuttle - Oakley to Albion Ethanol #76 (SD20M-2), #75 (SD20M-2), 58 cars, - #2037 (GP38-2), #2031 (GP38-2), #395 (GP35M-3) - This train used a nice little move at Osmer Yard. Train was lead by #2037 SB into Osmer Yard. Power cuts off north of yard, and #75 and #76 connect, taking the train through the yard. The 3 SB units couple to the tail end. #76 and #75 take the train SB to Ferry Yard, where #75 and #76 cut off. #395 then leads the train NB around the connector and west, departing Ann Arbor Jct at 09:12.
09:31 - AA-1 - #75 and #76 - NB with 3 plastic pellet loads from Ferry SIT Yard.
10:42 - NB Unit Soybean Train CSX Toledo - ZFS - #7001 (SD70), #7004 (SD70) - 84 soybean loads.
11:13 - NB Unit Trash Train Loads - NS Toledo to TAWRE - #5002 (SD50), #6002 (SD60) - 64 trash containers.
12:32 - TD-10 - #2222 (GP39V), #2200 (GP39-2), #2033 (GP38-2), #503 (GP50), #1552 (GP15), #16 (MP15T) - 96 cars, including 16 stone cars for ICN, and 20 leased open hoppers for Sugar Beet Service.
13:13 - TCAD-10 #412 (GP40W-2), #702 (SD35), #705 (SD35), #2013 (GP38-2), #2010 (GP39-3), #905 (GP30M), #906 (GP30M) - 113 cars. 32 cars to be set off in Owosso for interchange to MMGN and A&MI. 17 cars for OWTN, and 28 CP&P Cement empties.
19:21 - Amtrak 355 WB with 5 cars and unknown locomotive number
18:03 Amtrak 352 EB with 5 cars and unknown locomotive number
21:48 HSSW -10: #4019 (SD40-2), 8 cars, #2030 (GP38-2) - Northbound then eastbound.
22:43 Amtrak 354 EB with 5 cars and unknown locomotive number.
00:15: HSSW -09: #4019 (SD40-2), 8 cars, #2030 (GP38-2) - Northbound then eastbound.
00:36: TOJA-09 - #4012 (SD40F-2), #6012 (SD60), #4014 (SD40F-2) with 83 cars. - Northbound then westbound via the connector.
00:45: DT-09 - #4036 (SD40-2), #4006 (SD40-2), #2007 (GP38AC-2), - Southbound with 78 cars and #1977 dead in tow - for Lima Shops)
01:38: CADT-09: #2019 (GP38-3), #2038 (GP38-2), #802 (SD38-2), #406 (GP40M-3) - 66 cars (including 14 loads of cement and 1 empty plastic covered hopper from CP&P)
02:28: Unit Grain Train - NS: #7009 (SD70M), #7011 (SD70M) - Middleton Grain
03:15: HSWS-10: #2030 (GP38-2), 8 cars, #4019 (SD40-2) -Westbound then Southbound
04:03: JATO-10: #600 (GP60), #601 (GP60) - 38 cars - Eastbound then South bound
04:49 - Unit Trash MT's - NS - #4022 (SD40-2) and #4026 (SD40-2)
06:13 - AA1-10 - #75 (SD20M-2), #76 (SD20M-2) - SB then WB - 2 cars , 1 for gympsum supply, 1 for Burt Forest products on gypsum supply spur.
06:48 - AA1-10 - #76 (SD20M-2), #75 (SD20M-2) - EB then NB - 0 cars back to Osmer Yard
07:21 - Amtrak 351 - WB - 5 cars - unknown locomotive number
08:42 - Unit Train Shuttle - Oakley to Albion Ethanol #76 (SD20M-2), #75 (SD20M-2), 58 cars, - #2037 (GP38-2), #2031 (GP38-2), #395 (GP35M-3) - This train used a nice little move at Osmer Yard. Train was lead by #2037 SB into Osmer Yard. Power cuts off north of yard, and #75 and #76 connect, taking the train through the yard. The 3 SB units couple to the tail end. #76 and #75 take the train SB to Ferry Yard, where #75 and #76 cut off. #395 then leads the train NB around the connector and west, departing Ann Arbor Jct at 09:12.
09:31 - AA-1 - #75 and #76 - NB with 3 plastic pellet loads from Ferry SIT Yard.
10:42 - NB Unit Soybean Train CSX Toledo - ZFS - #7001 (SD70), #7004 (SD70) - 84 soybean loads.
11:13 - NB Unit Trash Train Loads - NS Toledo to TAWRE - #5002 (SD50), #6002 (SD60) - 64 trash containers.
12:32 - TD-10 - #2222 (GP39V), #2200 (GP39-2), #2033 (GP38-2), #503 (GP50), #1552 (GP15), #16 (MP15T) - 96 cars, including 16 stone cars for ICN, and 20 leased open hoppers for Sugar Beet Service.
13:13 - TCAD-10 #412 (GP40W-2), #702 (SD35), #705 (SD35), #2013 (GP38-2), #2010 (GP39-3), #905 (GP30M), #906 (GP30M) - 113 cars. 32 cars to be set off in Owosso for interchange to MMGN and A&MI. 17 cars for OWTN, and 28 CP&P Cement empties.
19:21 - Amtrak 355 WB with 5 cars and unknown locomotive number
18:03 Amtrak 352 EB with 5 cars and unknown locomotive number
21:48 HSSW -10: #4019 (SD40-2), 8 cars, #2030 (GP38-2) - Northbound then eastbound.
22:43 Amtrak 354 EB with 5 cars and unknown locomotive number.
-
AARR
- Incognito and Irrelevant
- Posts: 39522
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
The next Imlay City Northern update will be posted this weekend. A severe washout at the Cass River has the stone traffic detoured over HESR/GLOR. Stay tuned.
chapmaja wrote: ↑Thu Oct 10, 2024 1:11 amOne other operation the GLOR is gearing up for this year is the sugar beet harvest. There will be six different loading sites in use this fall, all of which will be served by the GLOR to transport beets to the plants. GLOR purchased the old sugar beet hoppers back from the ICN when the ICN purchased used hoppers for the stone service.
PatC created a monster, 'cause nobody wants to see Don Simon no more they want AARR I'm chopped liver, well if you want AARR this is what I'll give ya, bad humor mixed with irrelevant info that'll make you roll your eyes quicker than a ~Z~ banhammer...
Re: Great Lakes and Ohio River Railroad
I don't know if this has previously been mentioned, but GLOR has taken over operations (as of 1-1-24) on the Amtrak Michigan Line from the east end of Willow Run Yard to Ann Arbor. While currently there is only a single customer in Willow Run Yard, GLOR has several potential transload customers looking at using the yard for a transload operation.
The yard is currently served by Train AA-1 out of Ann Arbor's Osmer Yard, however if the transload become popular, it is possible a local will be based out of Willow Run Yard to handle traffic between Ann Arbor and Willow Run, as well as the interchange with NS.
The yard is currently served by Train AA-1 out of Ann Arbor's Osmer Yard, however if the transload become popular, it is possible a local will be based out of Willow Run Yard to handle traffic between Ann Arbor and Willow Run, as well as the interchange with NS.
Re: Great Lakes and Ohio River Railroad
Due to issues on the Imlay City Northern with a washout south of Cass City, GLOR has taken over running the northern portion of the stone traffic from Wallace Stone to Oxford. GLOR train BAS now picks the stone cars up at Wallace Stone and runs them to Reese where they are dropped onto the siding for the Reese Elevator. Train VAS-1, based out of Vassar will then run the cars from Reese to Clifford, where ICN trains will pick up the cars and run the return trip. If BAS is running low on time, they may also take the cars all the way to Saginaw, where train SV will run them to Vassar and VAS-1 will run them to Clifford to the ICN.
This arrangement is slow and is adding to the costs of transporting the product. As a result Keoning (destination) and Wallace Stone (originator), are now concerned about the future of this operation. GLOR's management is willing to work the ICN to develop a solution, but as of now the operation remains as listed above. The stone season is starting to slow down, so there is some time for the companies and the railroads to develop a fair and equitable solution. GLOR's management does not want to potentially lose a partner railroad, but they also are not in the business of supporting other companies without benefitting themsevles.
GLOR's management is considering proposing several potential options to the ICN for their review.
1) The first option is the GLOR buys out the ICN and assumes all operations of the ICN. This is not a desired option for the GLOR as they are already integrating additional purchases into the GLOR system, as well as having recently spun off several strategic lines to subsidiary companies.
2) GLOR and ICN insitute a dedicated run through train between Wallace and Oxford for the stone traffic. GLOR would handle the north end with a dedicated unit train running from Wallace Stone to Clifford, and ICN would run the train from Clifford to Oxford. The reverse move would follow a similar pattern. Power would remain on the train, with ICN or GLOR power making the run to places they often don't reach.
3) GLOR grants ICN trackage rights to operate the stone trains (and only the stone trains), from Wallace to Oxford via Reese and Clifford.
4) The status quo remains and GLOR runs the cars on the normal operational plan, and the cars get to or from Clifford are picked up in Clifford and the trains are available to pick them up.
This arrangement is slow and is adding to the costs of transporting the product. As a result Keoning (destination) and Wallace Stone (originator), are now concerned about the future of this operation. GLOR's management is willing to work the ICN to develop a solution, but as of now the operation remains as listed above. The stone season is starting to slow down, so there is some time for the companies and the railroads to develop a fair and equitable solution. GLOR's management does not want to potentially lose a partner railroad, but they also are not in the business of supporting other companies without benefitting themsevles.
GLOR's management is considering proposing several potential options to the ICN for their review.
1) The first option is the GLOR buys out the ICN and assumes all operations of the ICN. This is not a desired option for the GLOR as they are already integrating additional purchases into the GLOR system, as well as having recently spun off several strategic lines to subsidiary companies.
2) GLOR and ICN insitute a dedicated run through train between Wallace and Oxford for the stone traffic. GLOR would handle the north end with a dedicated unit train running from Wallace Stone to Clifford, and ICN would run the train from Clifford to Oxford. The reverse move would follow a similar pattern. Power would remain on the train, with ICN or GLOR power making the run to places they often don't reach.
3) GLOR grants ICN trackage rights to operate the stone trains (and only the stone trains), from Wallace to Oxford via Reese and Clifford.
4) The status quo remains and GLOR runs the cars on the normal operational plan, and the cars get to or from Clifford are picked up in Clifford and the trains are available to pick them up.
Re: Great Lakes and Ohio River Railroad
There is some new customer news on the GLOR.
Litchfield used to be the location of a power generating station. That facility was decommissioned and torn down several years ago, and the branch has been sitting idle since. Recently a potential customer purchased an option on the property to build a new power generation facility on the property. The facility has now received the first of several different approvals it will require before construction can begin. The plants designs have been released. The plan is for the plant to burn wood pellets and raw pulpwood. While the potential pellet supplier has not been announced, GLOR may be trying to arrange and agreement between Searchmont Pellets, in Searchmont, ONT (located on the SSAC) to be the pellet supplier. The routing would then be SSAC to CN in SSM or Oba, to GLOR (interchange location TBD), to the plant.
There are several potential interchange locations and it will depend on which routing CN wants the cars to take. They could either go via Chicago or via Toronto.
In addition, the new customer in Pinckney has received approval to build a rail spur off the Pinckney Branch into their facility. They will have space for unloading 2 plastic pellet covered hoppers at a time.
Litchfield used to be the location of a power generating station. That facility was decommissioned and torn down several years ago, and the branch has been sitting idle since. Recently a potential customer purchased an option on the property to build a new power generation facility on the property. The facility has now received the first of several different approvals it will require before construction can begin. The plants designs have been released. The plan is for the plant to burn wood pellets and raw pulpwood. While the potential pellet supplier has not been announced, GLOR may be trying to arrange and agreement between Searchmont Pellets, in Searchmont, ONT (located on the SSAC) to be the pellet supplier. The routing would then be SSAC to CN in SSM or Oba, to GLOR (interchange location TBD), to the plant.
There are several potential interchange locations and it will depend on which routing CN wants the cars to take. They could either go via Chicago or via Toronto.
In addition, the new customer in Pinckney has received approval to build a rail spur off the Pinckney Branch into their facility. They will have space for unloading 2 plastic pellet covered hoppers at a time.
-
AARR
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Re: Great Lakes and Ohio River Railroad
Keep an eye out for the next Pontiac & Western update 
PatC created a monster, 'cause nobody wants to see Don Simon no more they want AARR I'm chopped liver, well if you want AARR this is what I'll give ya, bad humor mixed with irrelevant info that'll make you roll your eyes quicker than a ~Z~ banhammer...
Re: Great Lakes and Ohio River Railroad
The hearings for the proposed mergers for the GLOR are less than a week from happening. There is no additional news to report about the merger hearings or requests from opposing railroads and shippers.
The Pontiac and Western suffered a significant washout in West Bloomfield Township which landlocked the power on the eastern end of the railroad and leaving customers on the western end without PONW access. The GLOR came to the rescue by leasing a GP35M-3 locomotive, #393, which is the Ferry in the Fog locomotive, to the PONW for a period of approximately 4 weeks while the PONW repaired the washout. The PONW crews were apparently happy with the performance of the locomotive. The washout occurred at a bad time for the PONW as they had just started getting additional traffic for two of their customers on the western end of the line, Zeeland Lumber and Home Depot. Both these customers increased shipments in recent months and those cars are being delivered by the GLOR's train AA-1. These additional carloads are further indication that the GLOR will need to construct the small yard in Lakeland for interchanging cars with the PONW and between GLOR trains.
PONW wasn't the only railroad to suffer a washout, as the GLOR suffered several of them recently when a heavy rainstorm and a beaver dam consprired to cause significant damage. The bigger of the two happened north of Cadillac and caused slight delays while the damage was repaired. The train from Cadillac to Petoskey was delay for about 5 days, creating a backlog of cars in Cadillac's Yards for northern traffic. The second of these happened on the Pinckney branch west of Lakeland. Crews surveying the area for the new yard witnessed the ROW sagging as the local train went back west. Upon inspection, the grade had weakened due to flooding and a nearby beaver dam. The beaver dam was removed, the beavers were relocted to northern Michigan by DNR wildlife experts. The Pinckney washout caused about 3 days worth of delays.
The generally dry conditions across the state did allow crews to finish the line reconstruction between Sturgis and Coldwater. As a result, traffi can be routed west from Coldwater as needed. As of now, no trains have interchanged cars in the Coldwater Yard.
The Pontiac and Western suffered a significant washout in West Bloomfield Township which landlocked the power on the eastern end of the railroad and leaving customers on the western end without PONW access. The GLOR came to the rescue by leasing a GP35M-3 locomotive, #393, which is the Ferry in the Fog locomotive, to the PONW for a period of approximately 4 weeks while the PONW repaired the washout. The PONW crews were apparently happy with the performance of the locomotive. The washout occurred at a bad time for the PONW as they had just started getting additional traffic for two of their customers on the western end of the line, Zeeland Lumber and Home Depot. Both these customers increased shipments in recent months and those cars are being delivered by the GLOR's train AA-1. These additional carloads are further indication that the GLOR will need to construct the small yard in Lakeland for interchanging cars with the PONW and between GLOR trains.
PONW wasn't the only railroad to suffer a washout, as the GLOR suffered several of them recently when a heavy rainstorm and a beaver dam consprired to cause significant damage. The bigger of the two happened north of Cadillac and caused slight delays while the damage was repaired. The train from Cadillac to Petoskey was delay for about 5 days, creating a backlog of cars in Cadillac's Yards for northern traffic. The second of these happened on the Pinckney branch west of Lakeland. Crews surveying the area for the new yard witnessed the ROW sagging as the local train went back west. Upon inspection, the grade had weakened due to flooding and a nearby beaver dam. The beaver dam was removed, the beavers were relocted to northern Michigan by DNR wildlife experts. The Pinckney washout caused about 3 days worth of delays.
The generally dry conditions across the state did allow crews to finish the line reconstruction between Sturgis and Coldwater. As a result, traffi can be routed west from Coldwater as needed. As of now, no trains have interchanged cars in the Coldwater Yard.
Last edited by chapmaja on Sun Oct 13, 2024 8:42 am, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
The upper level management of GLOR's parent company has been in talks to purchase another well known regional railroad. If the early talks lead to a purchase, management has made it clear that there will not be a merger between the railroads, but that the merger could create potential working partnerships between the lines. It will be interesting to see if this future agreement were to come into place.
Also, GLOR management is considering spinning off additional railroad lines from the core lines of the company to serve as subsidiary companies of the GLOR. Among the lines up for consideration to spin off are the
1) Traverse City Branch, which would become the Traverse City Southern Railroad. (TCSR)
2) Adrian Cluster, which would become the Clinton, Adrian and Blissfield Railway. (CABR)
3) WOL Greenville Branch (pending merger approval), which would become the Greenville Railroad. (GRER)
4) Argos Branch, which will be operated as the Rochester, Argos and Northern (RAN) -(see purchase note below)
In addition, GLOR has finalized a purchase for the Rochester and Erie Railroad, running from Rochester to Argos Indiana. Previously the line had been operated by the Elkhart and Western via trackage rights over the Fulton County Railroad, which was bought out in 2023 by new owners. The new owners, seeing how GLOR manages and maintains their companies, has agreed to sell the railroad to the GLOR, with the understanding the railroad will be spun off as the RAN. The purchase includes the lone locomotive on the line, GP15-1 #1434. This locomotive will be renumbered into the GLOR's numbering scheme and repainted into the coperate paint scheme, but is likely to remain on the RAN for the foreseeable future. The unit will become #1581 on the GLOR's corperate numbering scheme.
Also, GLOR management is considering spinning off additional railroad lines from the core lines of the company to serve as subsidiary companies of the GLOR. Among the lines up for consideration to spin off are the
1) Traverse City Branch, which would become the Traverse City Southern Railroad. (TCSR)
2) Adrian Cluster, which would become the Clinton, Adrian and Blissfield Railway. (CABR)
3) WOL Greenville Branch (pending merger approval), which would become the Greenville Railroad. (GRER)
4) Argos Branch, which will be operated as the Rochester, Argos and Northern (RAN) -(see purchase note below)
In addition, GLOR has finalized a purchase for the Rochester and Erie Railroad, running from Rochester to Argos Indiana. Previously the line had been operated by the Elkhart and Western via trackage rights over the Fulton County Railroad, which was bought out in 2023 by new owners. The new owners, seeing how GLOR manages and maintains their companies, has agreed to sell the railroad to the GLOR, with the understanding the railroad will be spun off as the RAN. The purchase includes the lone locomotive on the line, GP15-1 #1434. This locomotive will be renumbered into the GLOR's numbering scheme and repainted into the coperate paint scheme, but is likely to remain on the RAN for the foreseeable future. The unit will become #1581 on the GLOR's corperate numbering scheme.
Re: Great Lakes and Ohio River Railroad
The GLOR is finalizing plans for the new interchange yard in Lakeland, which is scheduled to be built in 2025.
Currently, there is a diamond still in place where the PONW crosses the GLOR mainline before curving and running parallel to the GLOR's mainline. In between the two lines is an single interchange track, which ise used by the GLOR to interchange cars with the PONW, as well as by GLOR trains AA-1 and PIN-1 to interchange cars. It is not uncommon for this track to be overly full, requiring some interesting movements to accomplish the interchanging of cars.
The plan is for the diamond to be removed and there to be a slight reconfiguration of the PONW line, to align with a switch connecting it to the GLOR mainline, rather than cross at a diamond. The PONW mainline will become a yard track, coming off the GLOR mainline approximately 50 feet west of the diamond. The interchange track between the two tracks will remain in place, but the switches will be slightly reconfigured. In addition, the interchange track will be extended across Kress Rd, approximately 200 feet, before reconnecting with the Pinckney Branch. The west switch between the GLOR mainline to the interchange track will be relocated from the east side of Kress Rd to the west side of Kress Rd. It is expected that the reconstructed yard should double the available space for interchanging cars between the 3 trains operating to this junction.
There have been complaints about this projected from the owners of the Zukey Lake Tavern, who are concerned with the inpact it will have on their parking and business access. GLOR management has indicated that there may be some small disruption to access to ZLT's parking lot, GLOR will work with ZLT to limit disruptions to the greatest extent they can.
The project will require come closure of the Kress Rd crossing, which will require a detour across Girard to access Kress. GLOR, Hamburg Township, the Livingston County Road Commission and MDOT are all working on a solution to best preserve access to Kress Road while at the same time limiting unneed traffic on Girard St, which is a small road not designed for the increased traffic level. Hamburg Township is requesting that M-36 in this location have a left turn lane added from WB M-36 to Kress Rd, so hopefully MDOT, Hamburg Township, the Livingston County Road Commission and GLOR can all work out a proposal to allow all the desired construction to be completed at the same time.
Currently, there is a diamond still in place where the PONW crosses the GLOR mainline before curving and running parallel to the GLOR's mainline. In between the two lines is an single interchange track, which ise used by the GLOR to interchange cars with the PONW, as well as by GLOR trains AA-1 and PIN-1 to interchange cars. It is not uncommon for this track to be overly full, requiring some interesting movements to accomplish the interchanging of cars.
The plan is for the diamond to be removed and there to be a slight reconfiguration of the PONW line, to align with a switch connecting it to the GLOR mainline, rather than cross at a diamond. The PONW mainline will become a yard track, coming off the GLOR mainline approximately 50 feet west of the diamond. The interchange track between the two tracks will remain in place, but the switches will be slightly reconfigured. In addition, the interchange track will be extended across Kress Rd, approximately 200 feet, before reconnecting with the Pinckney Branch. The west switch between the GLOR mainline to the interchange track will be relocated from the east side of Kress Rd to the west side of Kress Rd. It is expected that the reconstructed yard should double the available space for interchanging cars between the 3 trains operating to this junction.
There have been complaints about this projected from the owners of the Zukey Lake Tavern, who are concerned with the inpact it will have on their parking and business access. GLOR management has indicated that there may be some small disruption to access to ZLT's parking lot, GLOR will work with ZLT to limit disruptions to the greatest extent they can.
The project will require come closure of the Kress Rd crossing, which will require a detour across Girard to access Kress. GLOR, Hamburg Township, the Livingston County Road Commission and MDOT are all working on a solution to best preserve access to Kress Road while at the same time limiting unneed traffic on Girard St, which is a small road not designed for the increased traffic level. Hamburg Township is requesting that M-36 in this location have a left turn lane added from WB M-36 to Kress Rd, so hopefully MDOT, Hamburg Township, the Livingston County Road Commission and GLOR can all work out a proposal to allow all the desired construction to be completed at the same time.
Re: Great Lakes and Ohio River Railroad
It has been previously announced that the GLOR and Carload Express expanded their deal for the GLOR to purchase all three Carload Express Railroads, the SW Pennsylvania, Allegheny Valley, and te Delmarva Central. The plan was for the Delmarva Central to be sold back to interests with Carload Express, however they have now decided they do not want to repurchase the line. This means all three railroads will now be property of the GLOR.
The SW Pennsylvania and Allegheny Valley will be integrated into the GLOR, however the Delmarva Central will remain a distinct railroad as a wholey owned subsidiary.
The following locomotives will be integrated into the GLOR's Roster from the AGV and SWP. CLLX is Carload Express, the owner of the previous lines.
#31 SW1500 (Former CLLX #1501)
#80 GP11 (Former SWP #2001)
#81 GP11 (Former SWP #2002)
#82 GP11 (Former SWP #2003)
#83 GP11 (Former SWP #2004)
#84 GP11 (Former AVR #2005)
#85 GP11 (Former AVR #2007)
#86 GP11 (Former AVR #2008)
#423 GP40-2 (Former AVR #4001)
#424 GP40-2 (Former AVR #4002)
#425 GP40-2 (Former AVR #4003)
#426 GP40-2 (Former AVR #4004)
#427 GP40-2 (Former SWP #4006)
#551 GP59 (Former CLLX #4551)
#552 GP59 (Former CLLX #4552)
#4056 SD40-2 (Former SWP #3501)
#4057 SD40-2 (Former SWP #3504)
#4058 SD40-2 (Former SWP #3503)
#4059 SD40-2 (Former AVR #3505)
#4060 SD40-2 (Former AVR #3502)
#4061 SD40-3 (Former AVR #3001)
#4062 SD40-3 (Former AVR #3003)
#4063 SD40-3 (Former AVR #3004)
#6023 SD60M (Former CLLX #6001)
#6024 SD60M (Former CLLX #6002)
#6025 SD60M (Former CLLX #6003)
#6026 SD60M (Former CLLX #6004)
#6027 SD60M (Former CLLX #6005)
#6028 SD60M (Former CLLX #6006)
#8009 / #8109 GP40-2 (Former SWP #4006) / SLUG (Former SWP #406)
#8010 / #8110 GP40-3 (Former AVR #4005) / SLUG (Former AVR #405)
The following locomotives will retain their DCR ownership and number until GLOR managment decides if they want to retain the DCR or sell it off.
DCR 1551 MP15AC
DCR 1555 MP15AC
DCR 1560 MP15AC
DCR 1561 MP15AC
DCR 1562 MP15AC
DCR 1563 MP15AC
DCR 1564 MP15AC
DCR 1566 MP15AC
DCR 2501 GP38-2
DCR 2502 GP38-2
DCR 2503 GP38-2
DCR 3502 SD40-3
DCR 3505 SD40-3
DCR 3506 SD40-3
The Alleghey Valley Railroad Trackage will be operated as the GLOR's Pittsburgh Division with the following Subdivisions.
Allegheny Valley Subdivision - Runs from Pittsburgh to New Kensington.
Gibsonia Subdivision - Runs from Glenwood Jct. to Gibsonia.
Washington Subdivision - Glenwood Jct. to Washington.
The Pittsburgh Division will maintain interchanges with the following railroads
GLOR's Lake Erie Division in Bruceton, PA.
BPRR in Allison Park, PA
NS in Pine Island Yard, Pittsburgh, PA
CSX in Glenwood Yard, Pittsburg, PA.
Customer on the Pittsburgh Division will be as follows.
Allegheny Subdivision
Consumer Fresh Produce Pittsburgh Produce Distributor Refrigerated Boxcars
McConway & Torley Pittsburgh Railroad Parts & Equipment Flatcars/Gondolas/Steel Coil Cars
Energy Transfer Pittsburgh Bulk Fuel Terminal Tank Cars
American Beverage Verona Beverage Products Tank Cars/Covered Hoppers
Altium Packaging Verona Plastic Packaging Covered Hoppers
Chelsea Building Products Oakmont Polymer Building Materials Covered Hoppers
Brenntag Oakmont Chemical Products Tank Cars
AVR Transload New Kensington Transload Facility Covered Hoppers
Old World Industries New Kensington Automotive Products & Chemicals Tank Cars
Galli Beer Distributing New Kensington Beverage Distributor Boxcars
Re:Build Manufacturing New Kensington Industrial Manufacturing Facility Flatcars/Steel Coil Cars
Gibsonia Subdivision
Neville Aggregates Hazelwood Aggregate Transload Stone Hoppers
AVR Transload Hazelwood Transload Facility Tank Cars/Covered Hoppers/Bulkhead Flatcars/Boxcars
Recycle Source Hazelwood Recycling Facility Boxcars
Steel Dynamics South Oakland Galvanized Steel Products Steel Coil Cars
Skyway Cement Etna Cement Terminal Covered Hoppers
Washington Subdivision
GalvTech Homestead Galvanized Steel Products Steel Coil Cars
Covia Eighty Four Frac Sand Products Covered Hoppers
International Paper Eighty Four Corrugated Containers Boxcars
84 Lumber Eighty Four Lumber & Building Materials Centerbeam Flatcars/Boxcars
Washington Penn Eighty Four Plastic Products Covered Hoppers
Multi-Chem Washington Industrial Chemicals Tank Cars
MRIE Transload Washington Transload Facility Covered Hoppers
Washington Penn Washington Plastic Products Covered Hoppers
Trains schedule to operate on the line will include
GIB-1 - Gibsonia Subdivision - Runs from Glenwood Yard to Gibsonia. Also runs interchange to NS Pine Island Yard
NK-1 - New Kinsington Subdivision - Runs from Glenwood Yard to New Kinsington.
WASH-1 Glenwood Yard to Washinginton - Runs to Washington and Return
GLEN-1 Glenwood Yard Switcher
The line will also see unit trains for the B&P interchange in Allison Park.
The SouthwestPennsylvania Railroad will be integrated into the GLOR's Lake Erie Division (former W&LE trackage)
The line will retain, at this time, its previous subdivisions. All trains will operate from Scottsdale.
Mt. Plesant Subdivision - Runs from Mount Pleasant (via Scottdale) to Broad Ford.
FM&P Subdivision - Greene Jct. (Connellsville) to Smithfield.
Radebaugh Subdivision - Runs from Radebaugh (Greensburg) to Scottdale.
Customers on the SWP are
Mt. Plesant Subdivision
Savage Mount Pleasant Transload Facility Tank Cars/Covered Hoppers/Boxcars/Centerbeam Flatcars
P&S Railyard Scottdale Transload Facility Covered Hoppers
Univar Everson Chemical Products Tank Cars Inactive? In former Mars Petcare plant.
FM&P Subdivision
NexTier Mount Braddock Drilling Fluids Tank Cars
AVR Transload Lemont Furnace Transload Facility Covered Hoppers
crap Valley Enterprises Hopwood Pipe Yard Gondolas
Carlisle/Insulfoam Smithfield Foam Insulation Products Tank Cars
Hi-Crush Smithfield Frac Sand Terminal Covered Hoppers
MP-1 - Mt. Pleasant Subdivision - Works all customers on the Mt. Pleasant and Radebaugh Subdivisions.
FMP-1 - FM&P Subdivision -Works all customers and Interchanges on FM&P Subdivision.
The Delmarva Central Railroad (DCR) had completed an acquisition of the Maryland and Deleware Railroad(MDDE) prior to the completion of the GLOR's purchase of Carload Express. As a result, the plan was to have the Maryland and Deleware's Snow Line become folded into the DCR, while the other MDDE lines were to be operated by the new operator. As a result of the GLOR's purchase of Carload Express' lines, the GLOR will now be merging all the MDDE lines into the operations of the DCR. This will increase the likelihood that the GLOR will retain ownership of the DCR lines, after initially expressing little interest in hold on to the lines.
The SW Pennsylvania and Allegheny Valley will be integrated into the GLOR, however the Delmarva Central will remain a distinct railroad as a wholey owned subsidiary.
The following locomotives will be integrated into the GLOR's Roster from the AGV and SWP. CLLX is Carload Express, the owner of the previous lines.
#31 SW1500 (Former CLLX #1501)
#80 GP11 (Former SWP #2001)
#81 GP11 (Former SWP #2002)
#82 GP11 (Former SWP #2003)
#83 GP11 (Former SWP #2004)
#84 GP11 (Former AVR #2005)
#85 GP11 (Former AVR #2007)
#86 GP11 (Former AVR #2008)
#423 GP40-2 (Former AVR #4001)
#424 GP40-2 (Former AVR #4002)
#425 GP40-2 (Former AVR #4003)
#426 GP40-2 (Former AVR #4004)
#427 GP40-2 (Former SWP #4006)
#551 GP59 (Former CLLX #4551)
#552 GP59 (Former CLLX #4552)
#4056 SD40-2 (Former SWP #3501)
#4057 SD40-2 (Former SWP #3504)
#4058 SD40-2 (Former SWP #3503)
#4059 SD40-2 (Former AVR #3505)
#4060 SD40-2 (Former AVR #3502)
#4061 SD40-3 (Former AVR #3001)
#4062 SD40-3 (Former AVR #3003)
#4063 SD40-3 (Former AVR #3004)
#6023 SD60M (Former CLLX #6001)
#6024 SD60M (Former CLLX #6002)
#6025 SD60M (Former CLLX #6003)
#6026 SD60M (Former CLLX #6004)
#6027 SD60M (Former CLLX #6005)
#6028 SD60M (Former CLLX #6006)
#8009 / #8109 GP40-2 (Former SWP #4006) / SLUG (Former SWP #406)
#8010 / #8110 GP40-3 (Former AVR #4005) / SLUG (Former AVR #405)
The following locomotives will retain their DCR ownership and number until GLOR managment decides if they want to retain the DCR or sell it off.
DCR 1551 MP15AC
DCR 1555 MP15AC
DCR 1560 MP15AC
DCR 1561 MP15AC
DCR 1562 MP15AC
DCR 1563 MP15AC
DCR 1564 MP15AC
DCR 1566 MP15AC
DCR 2501 GP38-2
DCR 2502 GP38-2
DCR 2503 GP38-2
DCR 3502 SD40-3
DCR 3505 SD40-3
DCR 3506 SD40-3
The Alleghey Valley Railroad Trackage will be operated as the GLOR's Pittsburgh Division with the following Subdivisions.
Allegheny Valley Subdivision - Runs from Pittsburgh to New Kensington.
Gibsonia Subdivision - Runs from Glenwood Jct. to Gibsonia.
Washington Subdivision - Glenwood Jct. to Washington.
The Pittsburgh Division will maintain interchanges with the following railroads
GLOR's Lake Erie Division in Bruceton, PA.
BPRR in Allison Park, PA
NS in Pine Island Yard, Pittsburgh, PA
CSX in Glenwood Yard, Pittsburg, PA.
Customer on the Pittsburgh Division will be as follows.
Allegheny Subdivision
Consumer Fresh Produce Pittsburgh Produce Distributor Refrigerated Boxcars
McConway & Torley Pittsburgh Railroad Parts & Equipment Flatcars/Gondolas/Steel Coil Cars
Energy Transfer Pittsburgh Bulk Fuel Terminal Tank Cars
American Beverage Verona Beverage Products Tank Cars/Covered Hoppers
Altium Packaging Verona Plastic Packaging Covered Hoppers
Chelsea Building Products Oakmont Polymer Building Materials Covered Hoppers
Brenntag Oakmont Chemical Products Tank Cars
AVR Transload New Kensington Transload Facility Covered Hoppers
Old World Industries New Kensington Automotive Products & Chemicals Tank Cars
Galli Beer Distributing New Kensington Beverage Distributor Boxcars
Re:Build Manufacturing New Kensington Industrial Manufacturing Facility Flatcars/Steel Coil Cars
Gibsonia Subdivision
Neville Aggregates Hazelwood Aggregate Transload Stone Hoppers
AVR Transload Hazelwood Transload Facility Tank Cars/Covered Hoppers/Bulkhead Flatcars/Boxcars
Recycle Source Hazelwood Recycling Facility Boxcars
Steel Dynamics South Oakland Galvanized Steel Products Steel Coil Cars
Skyway Cement Etna Cement Terminal Covered Hoppers
Washington Subdivision
GalvTech Homestead Galvanized Steel Products Steel Coil Cars
Covia Eighty Four Frac Sand Products Covered Hoppers
International Paper Eighty Four Corrugated Containers Boxcars
84 Lumber Eighty Four Lumber & Building Materials Centerbeam Flatcars/Boxcars
Washington Penn Eighty Four Plastic Products Covered Hoppers
Multi-Chem Washington Industrial Chemicals Tank Cars
MRIE Transload Washington Transload Facility Covered Hoppers
Washington Penn Washington Plastic Products Covered Hoppers
Trains schedule to operate on the line will include
GIB-1 - Gibsonia Subdivision - Runs from Glenwood Yard to Gibsonia. Also runs interchange to NS Pine Island Yard
NK-1 - New Kinsington Subdivision - Runs from Glenwood Yard to New Kinsington.
WASH-1 Glenwood Yard to Washinginton - Runs to Washington and Return
GLEN-1 Glenwood Yard Switcher
The line will also see unit trains for the B&P interchange in Allison Park.
The SouthwestPennsylvania Railroad will be integrated into the GLOR's Lake Erie Division (former W&LE trackage)
The line will retain, at this time, its previous subdivisions. All trains will operate from Scottsdale.
Mt. Plesant Subdivision - Runs from Mount Pleasant (via Scottdale) to Broad Ford.
FM&P Subdivision - Greene Jct. (Connellsville) to Smithfield.
Radebaugh Subdivision - Runs from Radebaugh (Greensburg) to Scottdale.
Customers on the SWP are
Mt. Plesant Subdivision
Savage Mount Pleasant Transload Facility Tank Cars/Covered Hoppers/Boxcars/Centerbeam Flatcars
P&S Railyard Scottdale Transload Facility Covered Hoppers
Univar Everson Chemical Products Tank Cars Inactive? In former Mars Petcare plant.
FM&P Subdivision
NexTier Mount Braddock Drilling Fluids Tank Cars
AVR Transload Lemont Furnace Transload Facility Covered Hoppers
crap Valley Enterprises Hopwood Pipe Yard Gondolas
Carlisle/Insulfoam Smithfield Foam Insulation Products Tank Cars
Hi-Crush Smithfield Frac Sand Terminal Covered Hoppers
MP-1 - Mt. Pleasant Subdivision - Works all customers on the Mt. Pleasant and Radebaugh Subdivisions.
FMP-1 - FM&P Subdivision -Works all customers and Interchanges on FM&P Subdivision.
The Delmarva Central Railroad (DCR) had completed an acquisition of the Maryland and Deleware Railroad(MDDE) prior to the completion of the GLOR's purchase of Carload Express. As a result, the plan was to have the Maryland and Deleware's Snow Line become folded into the DCR, while the other MDDE lines were to be operated by the new operator. As a result of the GLOR's purchase of Carload Express' lines, the GLOR will now be merging all the MDDE lines into the operations of the DCR. This will increase the likelihood that the GLOR will retain ownership of the DCR lines, after initially expressing little interest in hold on to the lines.
Last edited by chapmaja on Thu Oct 17, 2024 9:58 am, edited 2 times in total.
Re: Great Lakes and Ohio River Railroad
There has been another slight operational change in Michigan for the GLOR.
The Hamilton Industrial Lead, which runs from Hamilton to Waveryl Yard in Holland, is now solely switched by the GLOR. Previously CSX maintained serrvice to several industries along the line, and the GLOR operated to the far end of the line. CSX has reached an agreement for GLOR trains to provide local switching to the remaining customers on the line, Lumberman's and Sherwin Williams. The agreement calls for all cars for these customers to be interchanged to CSX in Holland or additional surcharges will apply. GLOR has no problem with these terms, as 99% of the traffic for the line is interchanged with CSX in Waverly Yard anyway.
GLOR has resymboled their train for serving Hamilton and Holland. Previously service was provided by train MSK-2, which was based out of Muksegon, but normally was running out of Hamilton, to Waverly Yard and return. This train is now official, HAM-1 and begins its service day either in Hamilton or at the Fillmore Transload, working to Wavery Yard, or very rarely north to Muskegon before returnin south to Hamilton or Fillmore.
The only time MSK-1 (now HAM-1) ventures north of Holland is when there is traffic for Bay Logisitics in Norton Shores, Verplank in Ferrysburg, or Johnston Boiler, which is less than 400 carloads per year, almost all of which is open hoppers for Verplank, as part of a long term deal for stone products for shoreline work along the Lake Michigan Shoreline.
The Hamilton Industrial Lead, which runs from Hamilton to Waveryl Yard in Holland, is now solely switched by the GLOR. Previously CSX maintained serrvice to several industries along the line, and the GLOR operated to the far end of the line. CSX has reached an agreement for GLOR trains to provide local switching to the remaining customers on the line, Lumberman's and Sherwin Williams. The agreement calls for all cars for these customers to be interchanged to CSX in Holland or additional surcharges will apply. GLOR has no problem with these terms, as 99% of the traffic for the line is interchanged with CSX in Waverly Yard anyway.
GLOR has resymboled their train for serving Hamilton and Holland. Previously service was provided by train MSK-2, which was based out of Muksegon, but normally was running out of Hamilton, to Waverly Yard and return. This train is now official, HAM-1 and begins its service day either in Hamilton or at the Fillmore Transload, working to Wavery Yard, or very rarely north to Muskegon before returnin south to Hamilton or Fillmore.
The only time MSK-1 (now HAM-1) ventures north of Holland is when there is traffic for Bay Logisitics in Norton Shores, Verplank in Ferrysburg, or Johnston Boiler, which is less than 400 carloads per year, almost all of which is open hoppers for Verplank, as part of a long term deal for stone products for shoreline work along the Lake Michigan Shoreline.
Re: Great Lakes and Ohio River Railroad
There has been some additional news on the locomotive front.
GLOR is selling / trading the two SD70M's which were purchased by the INER to the Lake State for a pair of SD40's.
Units being sold to Lake State
#4379 SD70M – is being traded for SD40-2 6303
#4670 SD70M - is being traded for SD40-2 6304
SD40-2 6303 will be renumbered and repainted as INER 6303
SD40-2 6304 will be renumbered and repainted as INER 6304
In addition, GLOR will be purchasing two different locormotives as trades.
From the St. Maries River Railroad they will be purchasing SD38 #37, which is one of the former McCloud River SD38's. This unit will be renumbered #803. The railroad will be sending #422 GP40-2 (Former CSX 6012) to STMA.
From the McCloud River Railroad they will be purchasing SD38 #38. The purchase price for this locomotive will be GP9's #55 and #56. McCloud will be reopening a portion of the line for car storage and having two units will be more beneficial in moving cars around than a single unit would be.
In addition, GLOR is looking at restarting their locomotive leasing business, which had been temporailry suspended.
Previously the GLOR had discussed purchasing the assetts of Western Rail Inc, but the deal fell through. It appears that deal may not be completely dead after all, as there are reports WRIX's fleet may be joining the GLOR roster in the near future. Time will tell what happens with this potential deal.
GLOR is selling / trading the two SD70M's which were purchased by the INER to the Lake State for a pair of SD40's.
Units being sold to Lake State
#4379 SD70M – is being traded for SD40-2 6303
#4670 SD70M - is being traded for SD40-2 6304
SD40-2 6303 will be renumbered and repainted as INER 6303
SD40-2 6304 will be renumbered and repainted as INER 6304
In addition, GLOR will be purchasing two different locormotives as trades.
From the St. Maries River Railroad they will be purchasing SD38 #37, which is one of the former McCloud River SD38's. This unit will be renumbered #803. The railroad will be sending #422 GP40-2 (Former CSX 6012) to STMA.
From the McCloud River Railroad they will be purchasing SD38 #38. The purchase price for this locomotive will be GP9's #55 and #56. McCloud will be reopening a portion of the line for car storage and having two units will be more beneficial in moving cars around than a single unit would be.
In addition, GLOR is looking at restarting their locomotive leasing business, which had been temporailry suspended.
Previously the GLOR had discussed purchasing the assetts of Western Rail Inc, but the deal fell through. It appears that deal may not be completely dead after all, as there are reports WRIX's fleet may be joining the GLOR roster in the near future. Time will tell what happens with this potential deal.
Re: Great Lakes and Ohio River Railroad
The GLOR is reportedly expanding again, sort of, with a merger with the Keokuk Junction Railway (KJRY).
The current plan is for the KJRY to be owned 51% by the GLOR and 49% by Patriot Rail. The railroad will maintain its current name and structure, but will getting increased operational synergies with the GLOR upon approval of the TP&W and related lines.
All locomotives on the line will remain under the KJRY name and numbering. The current roster is
PREX 2003 GP20u 1960 Ex-BNSF 2003/ATSF 3005/ATSF 3105/ATSF 1105. Pioneer w/o Logo Operable road unit.
PREX 2018 GP20u 1961 Ex-BNSF 2018/ATSF 3028/ATSF 3138/ATSF 1128. Pioneer w/o Logo Operable road unit.
PREX 2032 GP20u 1961 Ex-BNSF 2032/ATSF 3047/ATSF 3147/ATSF 1147. Patched ATSF Bluebonnet Road unit, possibly OOS?
PREX 2035 GP20u 1961 Ex-ASRY 2035/BNSF 2035/ATSF 3050/ATSF 3150/ATSF 1150. Pioneer w/o Logo Operable road unit.
PREX 2040 GP20u 1961 Ex-ASRY 2040/BNSF 2040/ATSF 3057/ATSF 3157/ATSF 1157. Pioneer w/o Logo Operable road unit.
PREX 2047 GP20u 1961 Ex-BNSF 2047/ATSF 3066/ATSF 3166/ATSF 1166. Pioneer w/o Logo Operable road unit.
LTEX 3010 GP40-2 1968 Ex-SOO 2057/MILW 2057. Patriot Blue w/KJRY & Armed Forces Decals Operable road unit.
LTEX 3848 GP38-2 1964 Ex-LTEX 2532/BNSF 2532/ATSF 2832/ATSF 3332/ATSF 1332. Red, White, & Gray Operable road unit.
PREX 4101 GP9RM 1957 Ex-CN 4101/CN 4601. Patched CN Stripes Operable, Keokuk switcher.
LTEX 6437 GP40-2 1978 Ex-CSX 6427/CSX 6188/BO 6188/BO 4289. Patriot Blue w/KJRY & Armed Forces Decals Operable road unit.
Upon completion of the merger with the G&W lines, KJRY will interchange with the remainder of the GLOR system in Peoria, Il.
The current plan is for the KJRY to be owned 51% by the GLOR and 49% by Patriot Rail. The railroad will maintain its current name and structure, but will getting increased operational synergies with the GLOR upon approval of the TP&W and related lines.
All locomotives on the line will remain under the KJRY name and numbering. The current roster is
PREX 2003 GP20u 1960 Ex-BNSF 2003/ATSF 3005/ATSF 3105/ATSF 1105. Pioneer w/o Logo Operable road unit.
PREX 2018 GP20u 1961 Ex-BNSF 2018/ATSF 3028/ATSF 3138/ATSF 1128. Pioneer w/o Logo Operable road unit.
PREX 2032 GP20u 1961 Ex-BNSF 2032/ATSF 3047/ATSF 3147/ATSF 1147. Patched ATSF Bluebonnet Road unit, possibly OOS?
PREX 2035 GP20u 1961 Ex-ASRY 2035/BNSF 2035/ATSF 3050/ATSF 3150/ATSF 1150. Pioneer w/o Logo Operable road unit.
PREX 2040 GP20u 1961 Ex-ASRY 2040/BNSF 2040/ATSF 3057/ATSF 3157/ATSF 1157. Pioneer w/o Logo Operable road unit.
PREX 2047 GP20u 1961 Ex-BNSF 2047/ATSF 3066/ATSF 3166/ATSF 1166. Pioneer w/o Logo Operable road unit.
LTEX 3010 GP40-2 1968 Ex-SOO 2057/MILW 2057. Patriot Blue w/KJRY & Armed Forces Decals Operable road unit.
LTEX 3848 GP38-2 1964 Ex-LTEX 2532/BNSF 2532/ATSF 2832/ATSF 3332/ATSF 1332. Red, White, & Gray Operable road unit.
PREX 4101 GP9RM 1957 Ex-CN 4101/CN 4601. Patched CN Stripes Operable, Keokuk switcher.
LTEX 6437 GP40-2 1978 Ex-CSX 6427/CSX 6188/BO 6188/BO 4289. Patriot Blue w/KJRY & Armed Forces Decals Operable road unit.
Upon completion of the merger with the G&W lines, KJRY will interchange with the remainder of the GLOR system in Peoria, Il.