The question is would they be able to run a road train between Owosso and Toledo and return to Owosso in 12 hours, if you didn't include the time switching customers / interchanges.
If they were going to try running something like this, I think you would have to remove the customer switching from the plan, as well as working the interchanges.
In my opinion, what I could see eventually happening is the GLC runs a turn from Owosso to Toledo and return, that only services transports cars between the two railroads. The GLC would then also run a local which would run from Durand south to Whitmore Lake, providing customer service and working the CN and if needed CSX interchange (if needed because I think a lot of the traffic would shift to Toledo.). From the south the AA would run a local from Toledo north to Dundee (remember there is no more interchange at Milan per reports).
I still don't know if they could run from Owosso to Toledo and return because they need to cross / utlize 3 Class 1's on the way and any of them could hold up traffic along the route.
What I do think you might see is grain trains running with the other railroads power, rather than swapping out the power at Osmer for grain trains.
Run it like how Grand Elk runs the southern half of the line with a road freight and local
Idk it’s far fetched, but if WATCO somehow reopens Wexford Sand Plant in Yuma, what’s stopping them from running a train from Yuma-Toledo, I mean, if they do it right, I believe they would only need 2 crews, have the crew change happen at the halfway mark of the trip (which I believe it would be either Ashley, Bannister, or Elise. Just railfan talk
I've said it once and I'll say it again, welcome back pre 1976 Ann Arbor
The question is would they be able to run a road train between Owosso and Toledo and return to Owosso in 12 hours, if you didn't include the time switching customers / interchanges.
If they were going to try running something like this, I think you would have to remove the customer switching from the plan, as well as working the interchanges.
In my opinion, what I could see eventually happening is the GLC runs a turn from Owosso to Toledo and return, that only services transports cars between the two railroads. The GLC would then also run a local which would run from Durand south to Whitmore Lake, providing customer service and working the CN and if needed CSX interchange (if needed because I think a lot of the traffic would shift to Toledo.). From the south the AA would run a local from Toledo north to Dundee (remember there is no more interchange at Milan per reports).
I still don't know if they could run from Owosso to Toledo and return because they need to cross / utlize 3 Class 1's on the way and any of them could hold up traffic along the route.
What I do think you might see is grain trains running with the other railroads power, rather than swapping out the power at Osmer for grain trains.
Run it like how Grand Elk runs the southern half of the line with a road freight and local
Idk it’s far fetched, but if WATCO somehow reopens Wexford Sand Plant in Yuma, what’s stopping them from running a train from Yuma-Toledo, I mean, if they do it right, I believe they would only need 2 crews, have the crew change happen at the halfway mark of the trip (which I believe it would be either Ashley, Bannister, or Elise. Just railfan talk
The only trains that would run stright through from Yuma to Toledo in my opinion would be sand unit trains, and that would depend on customer needs. If they had enough volume, they could begin running sand unit trains, and potentially tack on additional cars from Cadillac and Owosso destined for Toledo.
Both GLC and AA operate the jobs to Osmer as turns allowing them to returning to their home terminal at the end of each shift. I doubt a crew could get a train over the road from Toledo to Owosso (or reverse) and back in 12 hours working the customers and interchanges along the way. I bet the Osmer swap will continue for some time, although there might be better timing coordination of the meet.
The question is would they be able to run a road train between Owosso and Toledo and return to Owosso in 12 hours, if you didn't include the time switching customers / interchanges.
If they were going to try running something like this, I think you would have to remove the customer switching from the plan, as well as working the interchanges.
In my opinion, what I could see eventually happening is the GLC runs a turn from Owosso to Toledo and return, that only services transports cars between the two railroads. The GLC would then also run a local which would run from Durand south to Whitmore Lake, providing customer service and working the CN and if needed CSX interchange (if needed because I think a lot of the traffic would shift to Toledo.). From the south the AA would run a local from Toledo north to Dundee (remember there is no more interchange at Milan per reports).
I still don't know if they could run from Owosso to Toledo and return because they need to cross / utlize 3 Class 1's on the way and any of them could hold up traffic along the route.
What I do think you might see is grain trains running with the other railroads power, rather than swapping out the power at Osmer for grain trains.
Run it like how Grand Elk runs the southern half of the line with a road freight and local
I think it possible to see that. Road train from Owosso to Toledo and return that does no switching enroute. A pair of locals based out of Owosso (Owosso to AnnPere) and Toledo (Toledo to Whitmore Lake). The reason I would do Toledo to Whitmore Lake is I think the Toledo crew would be more likely to be able to make it to Rhe-Tec, do the switching, and return to Toledo, than the crew from Owosso would be given the need to work and cross CN/HESR and CSX interchanges enroute.
This is all long term, assuming eventually that WTACO merges the railroads into a single operation (at least my comments are). As stated in multiple notices, nothing is scheduled to change in the short terms.
Speaking of the different labor agreements. What would the situation be if the railroads decided to run a pair of road trains between Toledo and Owosso. The GLC crew runs as far south as Osmer while the AA crew runs north to Osmer. As Osmer the railroad crews changed trains. The GLC also instituted a local from Owosso to Osmer.
That wouldn't appear to violate any labor agreements as they are still operating on their own railroad, correct. The only difference would be instead of keeping their power they would actually switch the trains (and power they are on).
Do GLC engines normally leave the property at any point (other than interchange locations)? Do AA engines travel beyond an interchange?
I am more familiar with Grand Elk where their engines and crews have trackage rights in Elkhart (NS interchange), Kalamazoo (yard access and CN interchange?) and Grand Rapids (north yard access and CSX interchange) but for unit trains where the power continues past Elkhart usually have NS power operating on Grand Elk.
I'm not saying it would be impossible for two WATCO operations to interchange engines, but I assume the "different labor agreements" would apply to the people maintaining the engines and they would not want to be responsible for "foreign" power.
I'm not saying it would be impossible for two WATCO operations to interchange engines, but I assume the "different labor agreements" would apply to the people maintaining the engines and they would not want to be responsible for "foreign" power.
Wamx is wamx. Watco can move their engines between any of their properties. Now I don't forsee them swapping whole trains (including the power) at everyday interchange, but I wouldn't be surprised to see power swapped on occasion. Especially for things like 92 day or heavier repairs, due to GLC haveing an actual locomotive shop.
I'm not saying it would be impossible for two WATCO operations to interchange engines, but I assume the "different labor agreements" would apply to the people maintaining the engines and they would not want to be responsible for "foreign" power.
Wamx is wamx. Watco can move their engines between any of their properties. Now I don't forsee them swapping whole trains (including the power) at everyday interchange, but I wouldn't be surprised to see power swapped on occasion. Especially for things like 92 day or heavier repairs, due to GLC haveing an actual locomotive shop.
My understanding is this is the first time two WATCO owned lines will actually interchange with each other, which is why things would be different than they have been previously. It makes sense they wouldn't just swap trains including power with a company like NS or CSX, but this would be between two WATCO companies, which is why it might be different in this case.
I'm not saying it would be impossible for two WATCO operations to interchange engines, but I assume the "different labor agreements" would apply to the people maintaining the engines and they would not want to be responsible for "foreign" power.
Wamx is wamx. Watco can move their engines between any of their properties. Now I don't forsee them swapping whole trains (including the power) at everyday interchange, but I wouldn't be surprised to see power swapped on occasion. Especially for things like 92 day or heavier repairs, due to GLC haveing an actual locomotive shop.
I heard rumors they might turn Owosso into a main facility to repair cars and engines, which for my guess for how it would work, engines from the Grand Elk, Ann Arbor, and maybe Kanawha and the Decatur and eastern would go to Owosso for repairs, idk how many of these repair shops WATCO has, but it sounds like Owosso is going to be one of them
I'm not saying it would be impossible for two WATCO operations to interchange engines, but I assume the "different labor agreements" would apply to the people maintaining the engines and they would not want to be responsible for "foreign" power.
Wamx is wamx. Watco can move their engines between any of their properties. Now I don't forsee them swapping whole trains (including the power) at everyday interchange, but I wouldn't be surprised to see power swapped on occasion. Especially for things like 92 day or heavier repairs, due to GLC haveing an actual locomotive shop.
I heard rumors they might turn Owosso into a main facility to repair cars and engines, which for my guess for how it would work, engines from the Grand Elk, Ann Arbor, and maybe Kanawha and the Decatur and eastern would go to Owosso for repairs, idk how many of these repair shops WATCO has, but it sounds like Owosso is going to be one of them
Wamx is wamx. Watco can move their engines between any of their properties. Now I don't forsee them swapping whole trains (including the power) at everyday interchange, but I wouldn't be surprised to see power swapped on occasion. Especially for things like 92 day or heavier repairs, due to GLC haveing an actual locomotive shop.
I heard rumors they might turn Owosso into a main facility to repair cars and engines, which for my guess for how it would work, engines from the Grand Elk, Ann Arbor, and maybe Kanawha and the Decatur and eastern would go to Owosso for repairs, idk how many of these repair shops WATCO has, but it sounds like Owosso is going to be one of them
Probably not
I could see them using Owosso as the main engine shop for the Ann Arbor and the GLC, but I don't think they would do so for the other railroads unless it was heavy repair work, which the GLC / TSBY has previously done for other railroads (although it has been a long time since I recall that happening).
Watco is going to use the shop in Owosso for its 92 day inspection and for heavy overhaul of locomotives. There has been talk of putting a paint booth in as well. The most valuable part of the Owosso shop is the High Bay and drop table for removing locomotive trucks for replacing traction motors. The shop will only get busier and busier after the Watco purchase become finial after the STB gives it its approval. The Owosso shop superintendent is one of the best EMD specialist in the North East, and I'm sure Watco knows this.
Probably a far fetched wish, but can we get the WAMX 7802, 1977 and 394 together for a photo out front of the shops with one of the better looking GLC GP35's when this is all said and done? If one of the GP35's got repainted into the billboard lettering we could have the progression of the Annie from its end to its reunification.
1223 OUT! President and Founder of the Buck Creek Central, the Rolling River Route! (2012-2017) President and Founder of the Lamberton Valley Railroad, The Tin Plate Road! Proudly railfanning with Asperger's since 1996.
Probably a far fetched wish, but can we get the WAMX 7802, 1977 and 394 together for a photo out front of the shops with one of the better looking GLC GP35's when this is all said and done? If one of the GP35's got repainted into the billboard lettering we could have the progression of the Annie from its end to its reunification.
The best 35 to get that “honor” in my opinion would be 91, it already has it’s original Ann Arbor horn, it just needs the paint
