Yuma sand plant reopening?

[SD80MAC]

Jon, any idea of the weight restriction on the Hamilton branch, especially with the trestle?

The timetable says you can't, but the line can handle a 6 axle unit at least down to milepost 19. I took an SD40-3 on a ballast train down that far in the summer of 2016 with special permission. There was also a time in the winter of 2014 where Y121 got stuck in the snow on the way to Hamilton, down near the chicken farm, and D700 had to go down there and pull them out with a pair of BNSF SD70s! The bridge itself in Hamilton is not rated for 6 axle units.

[railroader and son]

NS 6 axle's have traveled on the GLC Middleton Branch a couple of time's that I have witnessed. Only when picking up there Unit train,GLC unit's handled the move of the empties out to Middleton for switching and spotting purposes.

[MiRailProductions]

NS 6 axle's have traveled on the GLC Middleton Branch a couple of time's that I have witnessed. Only when picking up there Unit train,GLC unit's handled the move of the empties out to Middleton for switching and spotting purposes.

If those even larger units can traverse the Middleton, any SD40-2 can.

[MiRailProductions]

I agree that GLC has one of the best maintained mainlines of any shortline in the midwest. The only questionable branch I could see them on would be the TC branch. As some of you have mentioned, the SD40-2's will do their most damage on poor tracks. The TC branch could (?) be off limits to the SD's because of this. However, the Petoskey Line should be fine for the SD40-2's to run on, as well as the rest of the system.

[Saturnalia]

As some of you have mentioned, the SD40-2's will do their most damage on poor tracks.

Big power usually doesn't have a problem with bad track, it is that bad track has a problem with big power, due to more wear and tear.

There's probably nothing physically preventing bigger power from running on any of the GLC main tracks, except perhaps the will or reason to do so.

[MiRailProductions]

As some of you have mentioned, the SD40-2's will do their most damage on poor tracks.

Big power usually doesn't have a problem with bad track, it is that bad track has a problem with big power, due to more wear and tear.

There's probably nothing physically preventing bigger power from running on any of the GLC main tracks, except perhaps the will or reason to do so.

Yes. This too is correct. I'm glad GLC is ready for six-axle power, it's been long enough. I had assumptions that this would eventually happen since the NS SD60I wandered its way up to Clare about a year ago.

[PatAzo]

While drilling has slowed down, many old wells are being "re-fracked" The compression forces in the fractures are intense and the sand is gradually crushed over time. Many wells see significant declines in production 12-18 months after they go into production, some 60-80%. Re-fracking can be done at a lower cost than drilling a new well. Conventional thinking is producers turn off the faucet when prices drop and wait for higher prices. But many are saddled with debt and need to stay in production to keep enough cash coming in to cover their debt. I would expect frac sand from Michigan to head mostly to Pennsylvania. There are veins of frac quality sand from northern Illinois up into Wisconsin and in southern Mississippi. There is a surge in sand production in west Texas where they are finding suitable sand laying at the surface.

[NS3322]

They will be coming off lease from another railroad and will be going to there home shop for inspection and then heading to the GLC in a few weeks or so.

Which leasing company?

[Doktor No]

This months Railway Age says any engine, especially SD40-2's are at the lowest lease rates in many years. Hell, WE'RE GIVING THEM AWAY! Come on down to Sundance Leasing where its always fun and your kiddies can ride the horses!

[Saturnalia]

This months Railway Age says any engine, especially SD40-2's are at the lowest lease rates in many years. Hell, WE'RE GIVING THEM AWAY! Come on down to Sundance Leasing where its always fun and your kiddies can ride the horses!

For the uninitiated:


Never quite sure if I should laugh or cry when I see those corny ads...

[MQT1223]

I agree that GLC has one of the best maintained mainlines of any shortline in the midwest. The only questionable branch I could see them on would be the TC branch. As some of you have mentioned, the SD40-2's will do their most damage on poor tracks. The TC branch could (?) be off limits to the SD's because of this. However, the Petoskey Line should be fine for the SD40-2's to run on, as well as the rest of the system.

What's that bridge just north of Manton over the Manistee River rated for anyway?

[trainjunkie47]

I agree that GLC has one of the best maintained mainlines of any shortline in the midwest. The only questionable branch I could see them on would be the TC branch. As some of you have mentioned, the SD40-2's will do their most damage on poor tracks. The TC branch could (?) be off limits to the SD's because of this. However, the Petoskey Line should be fine for the SD40-2's to run on, as well as the rest of the system.

What's that bridge just north of Manton over the Manistee River rated for anyway?

That bridge handled the Pacific Daylight and the PM 1225 in the past.

[trnwatcher]

That bridge handled the Pacific Daylight and the PM 1225 in the past.

I'm fairly certain SP4449 never made it north of Alma during Trainfest 2009. PM1225 has been to Yuma before but never north of Manton as far as I know.

[Super Chief]

During fall color tours diesels were limited to 10mph over bridge there. 1225 has never ventured north of Manton and last few years has stayed Mt. Pleasant to Cadillac for trips. Side trip this year was to McBain and back with diesel. Going over the bridge in cab of diesel you could feel slight movements.

[MiRailProductions]

I agree that GLC has one of the best maintained mainlines of any shortline in the midwest. The only questionable branch I could see them on would be the TC branch. As some of you have mentioned, the SD40-2's will do their most damage on poor tracks. The TC branch could (?) be off limits to the SD's because of this. However, the Petoskey Line should be fine for the SD40-2's to run on, as well as the rest of the system.

What's that bridge just north of Manton over the Manistee River rated for anyway?

I think that bridge may only handle 4 axle units, but I am not totally sure of that. PM 1225 cannot go over this bridge, which is why a few years back it was only able to go to Manton and no further north.

[Saturnalia]

Bridges are limited by weight, not axles!

[~Z~]

Bridges are limited by weight, not axles!

Pretty sure there's quite a few bridges that are by both weight and axles. This picture should help:

[Saturnalia]

Bridges are limited by weight, not axles!

Pretty sure there's quite a few bridges that are by both weight and axles. This picture should help:

For roads, sure. Those are typically in place for short-span bridges on routes where few trucks pass where the weight distribution has an impact on how much you can take over the bridge. Generally speaking those signs are only going to appear on short-span bridges.

You won’t see those in longer bridges because then it won’t make a difference once all the weight is on the bridge itself. The distribution then doesn’t have much of an impact, so you’ll go with basically a single load limit.

Back to trains, hmmm, anybody else see the problem with axles? Trains are hard to classify by axles. Most of the cars have four but the lengths vary. Typically they’ll rate the bridge for a specific weight per car and be done with it. That’s generally 263,000lbs or 286,000lbs, sometimes more sometimes less but 286K is the current industry standard.

Most power weighs more so they factor that separately when they have to. On a bridge like Manton it probably doesn’t make a huge amount of difference between an SD and a GP since it isn’t a short span so the weight distribution won’t matter all that much. Sure the axle loads are less but it’s still a concentrated force over two areas. I’d bet that they look at weight over length when they’re taking a close evaluation over what can pass over, and then they probably also factor in speed. You just can’t classify by axles where they don’t give you a good idea of weight distribution, where they do on trucks. The 1225 has 7 axles to the SD40-2s 6 but their weight profiles are totally different - hence you can’t go off that axle count.

I only know of one railroad bridge with a specific weight distribution rule and that’s CN’s International Bridge at Sault Ste Marie where four empties must be placed between power and loaded cars. However I’m told at some point this will be wiped once they complete their bridge upgrades there to bring it up to 286,000lbs

Good try, but trucks bear little resembelence to trains!

[MiRailProductions]

Bridges are limited by weight, not axles!

I thought the weight part was kind of implied. Oops. I thought axles did play a role in determining what can and cannot go over bridges as well.

[ns8401]

They will be coming off lease from another railroad and will be going to there home shop for inspection and then heading to the GLC in a few weeks or so.

Which leasing company?

Should be CITX.