Observations from my personal sightings and listening to NS/NYS&W Binghamton Broadcastify channel:
1. CSX: From my frequent sightings at Ayer, I see that CSX seems to deliver daily SEPO trains to PAR at Worcester that often run to 100 cars of empty paper box cars, loaded LPG tank cars, empty centerbeam flats, etc. And while I don't see the RJED trains, from what I can tell, they also seem to have healthy consists of 50+/- cars (please correct me if I'm wrong).
2. NS is currently running a daily 14R from Enola to E Deerfield that generally departs Enola with 60-70 cars but then leaves about half of the cars at Binghamton (for Southern Tier/Buffalo/CP?) before proceeding northward as a 25 - 35 car freight of PAS (and sometimes Delanson) bound cars. I hear this info when 14R seeks permission onto the A&S line from the NS D&H dispatcher at CP-611 and reports engine #s, car counts, tonnage, and length. But yesterday I actually witnessed an overpowered (3 engines) 14R passing through Bainbridge with a 30+ car consist. I could be wrong but I don't think the other daily northward manifest train, 31T carries any PAS bound freight. Perhaps 14R fills out a bit with CP interchange for PAS at Mohawk but I'm guessing.
Net: my very unscientific observation is that CSX delivers 100-150 cars daily to Pan Am while NS may be delivering 30 +/-? Note: I'm assuming that empty car counts delivered to Pan Am become loaded car counts for POSE/EDRJ/11R. Net: CSX does more business in New England in containers, grain, and manifest freight than does NS but NS dominates in coal. And perhaps they're equal in terms of ethanol although I haven't heard of a CSX ethanol delivery to P&W in awhile. I'm just trying to understand NS' post-D&H acquisition freight traffic - Please correct me where I'm mistaken. Thanks in advance. Chow.
1. CSX: From my frequent sightings at Ayer, I see that CSX seems to deliver daily SEPO trains to PAR at Worcester that often run to 100 cars of empty paper box cars, loaded LPG tank cars, empty centerbeam flats, etc. And while I don't see the RJED trains, from what I can tell, they also seem to have healthy consists of 50+/- cars (please correct me if I'm wrong).
2. NS is currently running a daily 14R from Enola to E Deerfield that generally departs Enola with 60-70 cars but then leaves about half of the cars at Binghamton (for Southern Tier/Buffalo/CP?) before proceeding northward as a 25 - 35 car freight of PAS (and sometimes Delanson) bound cars. I hear this info when 14R seeks permission onto the A&S line from the NS D&H dispatcher at CP-611 and reports engine #s, car counts, tonnage, and length. But yesterday I actually witnessed an overpowered (3 engines) 14R passing through Bainbridge with a 30+ car consist. I could be wrong but I don't think the other daily northward manifest train, 31T carries any PAS bound freight. Perhaps 14R fills out a bit with CP interchange for PAS at Mohawk but I'm guessing.
Net: my very unscientific observation is that CSX delivers 100-150 cars daily to Pan Am while NS may be delivering 30 +/-? Note: I'm assuming that empty car counts delivered to Pan Am become loaded car counts for POSE/EDRJ/11R. Net: CSX does more business in New England in containers, grain, and manifest freight than does NS but NS dominates in coal. And perhaps they're equal in terms of ethanol although I haven't heard of a CSX ethanol delivery to P&W in awhile. I'm just trying to understand NS' post-D&H acquisition freight traffic - Please correct me where I'm mistaken. Thanks in advance. Chow.