EDAY/AYED

[atholrail]

AYED 354-600 and 1/30 departing Gardner at 1249.

[atholrail]

AYED 3404-619 and 0/3 out of Ayer this morning. Back in at CPF FG for the east side and tie down. Taxi to Tyters for POED.

EDPO has 16 cars for the P&W. All P&W gons loaded with billets.

[atholrail]

EDAY had 604-505 and 23 cars out of Deerfield this morning. 17 for the P&W.

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[atholrail]

EDAY had 349-619-3001 and 19 cars out of Deerfield this morning. 3001 being dropped for local power.

AYED had 612-505 and 6 cars out of Ayer this morning. Highball Deerfield.

[atholrail]

AYED had the 379-2964 light power out of Ayer this morning. 0/12 pickup at Fitch then highball Deerfield.

[newpylong]

EDAY 6/0 today. Only a matter of time before abolishment.

[atholrail]

Yup, light engines to Ayer. Also these jobs are now being called ED-8 and ED-9, but all I'm hearing is EDAY/AYED over the radio, so maybe just a crew symbol thing?

[jaymac]

by newpylong » Wed Jan 27, 2016 9:43 am
EDAY 6/0 today. Only a matter of time before abolishment.

The 01-27 EDAY might have been light, but the 01-27 AYED came into Gardner with 15 and lifted 30 off the 3 yard tracks. Could EDPO/POED serve Gardner? Yes, but its always a more difficult and time-consuming with longer train. EDAY might be a seeming waste, but AYED helps keep Gardner fluid which helps keep PW happy which helps keep NS happy.
Mebbe the "AY" part will get replaced by -- blast from the past -- "190."

[newpylong]

Yes this is a job put on at the direction of NS primary to serve the P&W. They don't want any PAR traffic on it.

[johnpbarlow]

EDAY 6/0 today. Only a matter of time before abolishment.

On the assumption that these are NS origination and pass through Binghamton as you imply above, I wonder if NS will consider adding EDAY cars to 28N at Binghamton avoiding E Deerfield yard altogether? And do the reverse with 287? Of course, 11R/14R might have only a handful of cars between Mohawk and Binghamton. On 2nd thought, maybe NS should combine 14R with 28N and 11R with 287 between Binghamton and E Deerfield/Gardner/Ayer.

[newpylong]

Only 90% of AYED is NS haulage so it wouldn't be as easy as that.

[johnpbarlow]

Only 90% of AYED is NS haulage so it wouldn't be as easy as that.

10% of 6 cars is 0.6 cars daily!

11R/14R car counts between Binghamton and Mohawk routinely run 30 +/- cars and could be candidates for consolidation with other trains to permit NS to reduce train starts and OR, IMO as armchair railroader. Having said that, combining the fairly time insensitive 28N/287 trains with 14R/11R at Binghamton would introduce logistical complexity that would add an hour or two of transit time.

[newpylong]

NS is not going to put manifest on their high priority intermodal jobs. Not only will that reduce the track speed for the train but for any myriad of reasons it's not a good idea.

The job will be abolished if it get's to that point and the traffic will go back on EDPO or a true ED495 will come back.

[johnpbarlow]

NS is not going to put manifest on their high priority intermodal jobs. Not only will that reduce the track speed for the train but for any myriad of reasons it's not a good idea.

The job will be abolished if it get's to that point and the traffic will go back on EDPO or a true ED495 will come back.

Understand your points but there have been multiple occasions when the east bound 28N autos have been parked at Owego (controlled siding) or Binghamton (Vestal spur or pocket track off DL&W track) for 24 +/- hours in the past few months for reasons unknown to me (lack of PAS or NS crews? inability for PAS to handle due to unloading back-up at Ayer?). And AFAIK, 287 is an empty auto rack train as I don't believe any import cars are shipped out of Davisville by rail (maybe occasional Subarus but certainly no Bentleys or Porsches!). Net: I don't think these auto trains are all that time sensitive give or take a few hours - presumably not as time sensitive as 22K with eb loaded containers (Having said that, 22K consumes 1-2 hours dropping a Taylor IM block at Binghamton each day which then sits approximately 24 hours before it is forwarded to Taylor yard by the K82 turn job). NS certainly doesn't come close to matching CSX intermodal transit times to New England yet their one day longer schedules from Chicago seem to be acceptable to 22K customers.

FWIW, the EHH/Creel team routinely add manifest to intermodal trains helping expedite manifest freight delivery and reducing need for intermediate loose car classification with likely some transit time impact on the intermodal traffic. IIRC, CP had even put blocks of grain covered hoppers on some intermodals to cope with Canada's large grain backlog a year or two ago. Adding manifest freight to creates longer trains requiring fewer train starts.

Squires must still hear footsteps behind him and many financial analysts on yesterday's con call weren't persuaded his get-well plan for NS cut expenses aggressively enough - but I'm veering OT here.

[newpylong]

You can try to make it work in your head all you want it's likely not going to happen.