Michigan Northern Railroad

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SD80MAC
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Michigan Northern Railroad

Unread post by SD80MAC »

History: The Michigan Northern Railroad (MIGN) is, in some ways, the successor to the original MIGN that operated the former GR&I north of Grand Rapids, MI. The MIGN was formed in 1985 with the purchase of the former New York Central Grand Rapids branch between Charlotte and Grand Rapids. At the time, traffic was interchanged with GTW in Charlotte and Conrail in Grand Rapids. Operations were based out of the Dutton depot. In 1987, the MIGN acquired the former GTW Grand Rapids Sub from Durand through Grand Rapids to Muskegon, proctoring a deal with the Straits Corporation who was buying the former GTW Saginaw Sub and wanted nothing to do with anything west of Durand. The former NYC and GTW trackage now operated by the MIGN did not connect, but both lines had direct access to Conrail and GTW, and CSX (on the ex GTW GR Sub). The railroad expanded again in 1988 with the purchase of the western portion of the former CSX Elmdale Sub between Greenville and Elmdale, connecting with the GR Sub in Lowell. With an existing CSX connection in Grand Rapids and no business south of Lowell, the line between Elmdale and Lowell was mothballed and eventually removed.
Things stayed largely the same on the MIGN until the Conrail split in 1999 aggressively went after the former GR&I between Grand Rapids and Kalamazoo, which Norfolk Southern agreed to lease them. The now NS interchange shifted to Kalamazoo, while the CSX interchange continued to be handled in Grand Rapids. Trackage rights were also procured on CSX through Grand Rapids so that MIGN traffic could flow between the ex NYC GR branch, the former GR&I, and the ex GTW GR Sub, all at the newly acquired former Conrail Hughart Yard in Grand Rapids. GTW-bound traffic continued to be interchanged with GTW in Durand.
2004 saw the Central Michigan Railroad go up for sale, which the MIGN was able to acquire after a large investment from an outside firm. This gave the MIGN access to Dow Chemical in Midland, along with the large Consumer’s Power plant in Essexville. Coal trains were handed off either by CN in Durand or CSX in Grand Rapids. MIGN’s 6 axle locomotives now had much more work to do. MIGN leased 5 GE AC4400CWs from CEFX for 3 years for these trains, but did not end up purchasing any. Coal trains from CSX would typically run through with BNSF power, coal trains from CN would use MIGN power.
In 2005, CSX was looking to shed its former Fremont Sub north of Holland and its lines north of Grand Rapids to Ludington and Manistee via Baldwin. MIGN leased these lines in the spring of 2005. With a CSX connection already existing in Grand Rapids, CSX abandoned the line north of West Olive, with MIGN keeping from Ferrysburg north, while both railroads enjoyed a nice payoff from the Army Corps of Engineers in eliminating the swing bridge in Ferrysburg.
The MIGN expanded again in 2006 with the purchase of the former Ann Arbor railroad rights between Osmer (Ann Arbor) and Yuma, along with the ex GR&I between Cadillac and Petoskey, plus the Traverse City branch and the ex-NYC north of Owosso to Chesaning. These lines had been operated by the Tuscola & Saginaw Bay, with MIGN beating out Federated Railways for the operating rights. With this purchase, the railroad gained the former Ann Arbor locomotive and car shops in Owosso, as well as connection to the Ann Arbor Railroad in Osmer.
2009 was a major year for the MIGN. The NS wanted to get rid of the former NYC between Kalamazoo and Elkhart, with the MIGN leasing that line in the spring. The MIGN also got the rights to handle local traffic on the Amtrak-owned mainline between Kalamazoo and Porter, IN, and gained trackage rights as well. A connection was established in Michigan City, linking the Amtrak line with the Chicago, South Shore & South Bend, and trackage rights were established over the CSS to Chicago for interchange with the Belt Railway of Chicago at the BRC’s Commercial Ave Yard. This greatly expanded MIGN’s shipping lanes, with connections to the BNSF, UP, and CP all via the BRC.
As of 2022, the Michigan Northern is flourishing. On any given day, the railroad operates 8-10 road freights and about a dozen locals and yard jobs across the system. Track speed is a maximum of 49 mph on the non-signaled Grand Rapids sub mainline, with other lines held to between 25 and 40 mph. Trains operating west of Kalamazoo on the Amtrak Michigan Line are required to have ITCS and PTC equipment for running on Amtrak and CSS.

Traffic: Most of the MIGN’s traffic are agricultural products and aggregates. Nugent Sand in Muskegon is one of the largest customers, along with Sargeant Sand in Ludington and Wexford Sand in Yuma. Oftentimes, much of this sand is combined in Grand Rapids and run as a unit train to the BRC. Agricultural products like grain, beans, and corn are handled to and from large elevators in Charlotte, Newaygo, White Cloud, Fremont, Pewamo, Oakely, Ithaca, Decatur (on Amtrak), and Middleton. Stone is hauled to stone yards located in Muskegon, Kalamazoo, Grand Rapids, Owosso, and Cadillac. Coal trains run from either CSX in Grand Rapids or CN in Durand to Essexville, though that plant is scheduled to close in the near future. Major transloading facilities exist in Muskegon, Grand Rapids, Cadillac, Durand, and Kalamazoo. Other traffic hauled by the MIGN includes cement, lumber, paper, chemicals, and various oils/liquids.

Locomotives: In the beginning, the MIGN operated with a pair of EMD GP7s purchased from the C&O. Upon acquisition of the ex GTW lines, the railroad purchased 4 EMD GP9s and 2 SW1200s from the GTW, along with 4 ex Southern Railway EMD SD35s from EMD’s Leasing arm. In the 1990s, 5 ex Conrail EMD GP38-2s and 4 SD40-2s rebuilt from SD40s were also purchased from EMD Leasing. Shortly after the Conrail split, the railroad acquired 8 GP15-1s and 8 SD50s from Norfolk Southern, all of which were ex-Conrail. During this time, the GP7s were retired. The GP9s were also shopped and rebuilt during this time, bumping their HP to 1,800, though they kept their high noses. The 2 SW1200s were sold off in 1998.
In the 2000s, the SD35s were upgraded to Dash 3 specifications. The 2006 purchase of the ex Ann Arbor lines from TSBY netted 7 ex Ann Arbor GP35s and 2 former Southern GP35s, along with an NW2. The ex AA GP35s were gradually upgraded to Dash 3 specs, while the ex SOU units were retired by the end of the decade. The NW2 usually served and continues to serve as the shop switcher and local engine in Owosso. In early 2007, the railroad bid on and won 5 former Alaska Railroad EMD GP49s, which largely are kept on the former AA mainline north of Owosso. During the recession of 2008, the MIGN also received 6 ex Algoma Central SD40-2s and 5 former Wisconsin Central GP40s from a CN auction.
Upon the granting of trackage rights on the Amtrak Michigan Line, the MIGN was initially without power that could lead trains over the AML due to not having any ITCS equipment. The 10 SD40-2s were equipped with ITCS throughout the year, as well as the 5 ex WC GP40s for local work. However, traffic was growing steadily each year, and the sand boom of the early 2010s had the railroad’s fleet stretched to its limits. Piggybacking off of CN’s 2011 order for EMD SD70M-2s, the MIGN ordered its first-ever new locomotives, which were 8 4,300 HP EMD SD70M-2s built to CN specs. These locomotives were financed in part by a TIGER grant due to their lower emissions vs. the MIGN’s existing fleet. The SD70M-2s were equipped with ITCS, and pairs of the new units became the norm on trains operating west of Kalamazoo. In 2019, the MIGN also picked up 5 former Norfolk Southern EMD GP59s, joining the 5 ex Alaska GP49s largely on the old Ann Arbor territory. Rumor is the GP59s will spell the end of the GP9s, but no one has been able to confirm that as of now. Sources indicate that MIGN has been shopping around for additional GPs as well.
As of early 2022: the MIGN locomotive fleet exists as follows:

#1800-1803 EMD GP9R (4) ex GTW
#2506-2509 EMD SD35-3 (4) ex EMDX/SOU
#2010-2013 EMD GP38-2 (5) ex EMDX/CR
#3014-3017 EMD SD40-2 (4) ex EMDX/CR
#1518-1525 EMD GP15-1 (8) ex CR
#3526-3533 EMD SD50 (8) ex CR (some stored/awaiting repair)
#2534-2541 EMD GP35-3 (6) ex TSBY/AA (2535 retired)
#1044 EMD NW2 (1) ex TSBY/UP
#2845-2849 EMD GP49 (5) ex ARR
#3050-3055 GMD SD40-2 (6) ex CN/ACR
#3056-3060 EMD GP40-3 (5) ex CN/WC
#4361-4368 EMD SD70M-2 (8)
#3069-3073 EMD GP59 (5) ex NS

Operations: On any given day, the MIGN operates the following scheduled trains:
-GRY1 (Grand Rapids Yard, 1st Shift)
-GRY2 (Grand Rapids Yard, 2nd Shift)
-GRY3 (Grand Rapids Yard, 3rd Shift)
-GRLE (Grand Rapids Local East. Works from GR to Ionia and return)
-GRLN (Grand Rapids Local North. Works from GR to Grant and return, will also work west on the former GTW main to Walker if needed)
-GRLS (Grand Rapids Local South. Works from GR south to Martin and return)
-GRMS (Grand Rapids-Muskegon Turn)
-GRBL (Grand Rapids-Baldwin Turn)
-GRDR (Grand Rapids-Durand Turn)
-GRKZ (Grand Rapids-Kalamazoo Turn)
-GREL (Grand Rapids-Elkhart)
-ELGR (Elkhart-Grand Rapids)
-MSL (Muskegon Local, works various industries in Muskegon area)
-BLL (Baldwin Local, works west to Ludington and Manistee, turns)
-MNL (Mansitee Local, works various industries in Manistee area)
-LDL (Ludington Local, works various industries in Ludington area)
-DRY1 (Durand Yard, 1st Shift)
-DRY2 (Durand Yard, 2nd shift)
-DRLN (Durand Local North. Works north from Durand to Clare and return)
-DRLW (Durand Local West. Works west from Durand to Pewamo and return)
-DRAA (Durand-Ann Arbor (Osmer) Turn)
-BCLS (Bay City Local South. Works industries in Bay City and Saginaw areas)
-BCLW (Bay City Local West. Works from Bay City west to Midland and return)
-BCDR (Bay City-Durand Turn)
-KZCH (Kalamazoo-Chicago)
-CHKZ (Chicago-Kalamazoo)
-KZY1 (Kalamazoo Yard, 1st shift)
-KZY3 (Kalamazoo Yard, 3rd shift)
-KZLW (Kalamazoo Local West. Works west from Kalamazoo to Michigan City, IN and return)
-CALS (Cadillac Local South. Works south from Cadillac to Clare and return)
-CALN (Cadillac Local North. Works north to Petoskey and Traverse City as needed and return)

The following trains are run as needed:
-CCSX (Coal loads to Essexville power plant from CSX)
-ECSX (Coal empties from Essexville power plant to CSX)
-CCNX (Coal loads to Essexville power plant from CN)
-ECNX (Coal empties from Essexville power plant to CN)
-GDC (Grain to and from Decatur)
-GCL (Grain to and from Charlotte)
-GNW (Grain to and from Newaygo)
-GPW (Grain to and from Pewamo)
-GOK (Grain to and from Oakley)
-GIT (Grain to and from Ithaca)
-GMD (Grain to and from Middleton)
-SBRC (Sand to BRC Chicago)
-X____ (extra of any of the above)
Last edited by SD80MAC on Wed Apr 06, 2022 11:24 am, edited 4 times in total.
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David Collins
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Re: Michigan Northern Railroad

Unread post by David Collins »

I like the concept and the fleet, I could see a trackage rights agreement between the MIGN and the DTC&M
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AARR
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Re: Michigan Northern Railroad

Unread post by AARR »

Wow SD80! I’m in for some interesting reading 🙂.
PatC created a monster, 'cause nobody wants to see Don Simon no more they want AARR I'm chopped liver, well if you want AARR this is what I'll give ya, bad humor mixed with irrelevant info that'll make you roll your eyes quicker than a ~Z~ banhammer...

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