Not a Pan Am customer, although it will be interesting to see how it affects the nearby Downeast Emulsions. Once Lane's finishes up, they'll be able to take sixteen asphalt tanks at a time, versus the 8 or 10 that Downeast Emulsions can take.
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Not a Pan Am customer, although it will be interesting to see how it affects the nearby Downeast Emulsions. Once Lane's finishes up, they'll be able to take sixteen asphalt tanks at a time, versus the 8 or 10 that Downeast Emulsions can take.
What was an amazing yard with ALCO C 636's and C-424's perking overnight became surplus land, and sold to local logging and trucking interests. Go figure. In my opinion, a huge step backwards. Not sure exactly where you came up with this, but CP owns the entire yard still (including the old B&A...
Ayer blocks going to Rigby depends on how much room is available at Ayer, or if the Ayer traffic is souped into the train. If it's all together, and there's room, they'll set it out in Ayer. Lawrence/Lowell/Boston/Northern traffic typically does go to Rigby to be classified, when I was working there...
Basically there is very little of the line that doesn't need to replaced in order to bring it up to what CSX would consider to be acceptable mainline conditions. The roadbed itself is shot in many places, beyond just dumping ballast and tamping and surfacing that.
The 600s are a good example of what happens when you beat the absolute piss out of an thirty-forty year old engine. Granted, a few of them (602) were crap when they came, but yeah.
Negative. And the date for the other haulage traffic going back to Pan Am keeps getting pushed back as well - we're being told it won't go until May now. As for other existing customers, Pan Am also services Downeast Emulsions, which takes asphalt tanks, Galt Block as mentioned above (or whatever th...
F74265A wrote:Which log business did CP drop and when? Missed that.Under CMQ we were hauling logs from Huber and Golden Road in Millinocket to Jackman for Pleasant River lumber. CP nixed that pretty quick, largely due to the age of the log racks, and the little profit involved in moving the cars.
Interestingly enough, they installed defect detectors on the Millinocket Sub. Just one, at West Seboeis. Two installed on the Bangor Sub, at Lancaster Brook Road in Glenburn, and the other at Mill Road in Lagrange. Three installed on the Moosehead, one at Onawa, one at Long Pond, and the last one i...
Well, probably not, but unlike CMQ/CP, Irving's log cars aren't sixty years old, and CSX (hypothetically) would only have to move them twenty miles, rather than the 100+ that CMQ was moving them.
newpylong wrote:Did you switch employers 690?Yes, went to the CMQ, then stayed with CP (so far).
Supposed to be going back to Keag sometime next month according to what we've been told at CP. Irving is doing a 7000 tie spot replacement program up there (lol) right now. Nothing like trying to replace ties two thirds of the way through November.
Yeah, they used to send it west when CN was still involved with intermodal out of Auburn.
Pretty sure that was CN/SLR that froze Poland Springs loads, not Pan Am. Pan Am is pretty good about not letting the loads sit too long.
The transload at Rigby is Amerigas. They can take ten cars, and they transload directly into trucks there, there's no storage. Used to be a nice easy switch whenever I worked PO-6, not sure if they still switch it, or if another switcher does it now.
What does Searsport have to do with CSAO being involved in a potential Pan Am sale? Searsport is solely CP, no other railroad has access, and it's highly unlikely any other railroads will get access, short of CP selling off the trackage, which isn't likely given their plans for it. Furthermore, all ...