Interchange partners on lines I didn't grab, which is why no Frankfort Southeastern included.
Great Lakes and Ohio River Railroad
Re: Great Lakes and Ohio River Railroad
Re: Great Lakes and Ohio River Railroad
April 1st, 2018 News Breaks.
The push for the reinstallation of the line from Clare to Baldwin continues. Discussions have been ongoing with the Michigan Department of Transportation to reinstall rail over the ROW between Clare and Baldwin. It looks like if the Potash mining project ever gets going, the ROW between Clare and Baldwin will be reinstalled. Among the customers pushing for this additional is Yoplait in Reed City, as the line would allow for direct rail access to the plant.
Additionally, a purchase agreement is in place for the GLOR to purchase another substantial portion of railroad. The GLOR will be purchasing the Grand Elk Railroad between Grand Rapids and Elkhart, Indiana. This will allow direct access for traffic from Muskegon and points east to NS in Elkhart. It also has the possibility of opening up new avenues of transport if the Clare-Baldwin line is reinstalled.
Finally, a major project is in the works with the Lake State Railway which could change the industrial footprint in Northern Michigan drastically. Details can't be released, but this project, if it ever happens would have a major impact on industrial transportation in the northern portion of the state.
Additionally, an unannounced operations change happened within the last year. CP Rail and GLOR created an intermodal terminal, called Blue Grass Farms, which will offer IM container operations to customers in the Columnus, Dayton and Cincinnati markets. Trains will be routed from Blue Grass Farms north to Lima on the DT&I Division and then west from Lima to Chicago on the Western Division.
The push for the reinstallation of the line from Clare to Baldwin continues. Discussions have been ongoing with the Michigan Department of Transportation to reinstall rail over the ROW between Clare and Baldwin. It looks like if the Potash mining project ever gets going, the ROW between Clare and Baldwin will be reinstalled. Among the customers pushing for this additional is Yoplait in Reed City, as the line would allow for direct rail access to the plant.
Additionally, a purchase agreement is in place for the GLOR to purchase another substantial portion of railroad. The GLOR will be purchasing the Grand Elk Railroad between Grand Rapids and Elkhart, Indiana. This will allow direct access for traffic from Muskegon and points east to NS in Elkhart. It also has the possibility of opening up new avenues of transport if the Clare-Baldwin line is reinstalled.
Finally, a major project is in the works with the Lake State Railway which could change the industrial footprint in Northern Michigan drastically. Details can't be released, but this project, if it ever happens would have a major impact on industrial transportation in the northern portion of the state.
Additionally, an unannounced operations change happened within the last year. CP Rail and GLOR created an intermodal terminal, called Blue Grass Farms, which will offer IM container operations to customers in the Columnus, Dayton and Cincinnati markets. Trains will be routed from Blue Grass Farms north to Lima on the DT&I Division and then west from Lima to Chicago on the Western Division.
Re: Great Lakes and Ohio River Railroad
August, 2018: The GLOR purchase of the Grand Elk has been approved. This purchase has lead to some interesting operational changes for the railroad.
GLOR's current operations based out of Ann St will not change. GLOR's local yard switcher job, GR-2 will now also work as a transfer job, taking cars from Ann St yard south to Hughart Yard and bringing cars from Hughart up to Ann St to be added to the appopriate train out of Grand Rapids. GR-2 may now also take cars south to Wyoming Terminal if CSX does not run north to service customers on the line north of Ann St.
The purchase of the Grand Elk removes some interesting movements in Grand Rapids, as Grand Elk was servicing a transload north of Ann St, causing some interesting train movements at times north of Ann St with mutliple trains all trying to occupy space.
Under the current lease agreements, all traffic from the Lake Michigan Division must be interchanged via CSX in Grand Rapids. GLOR is working to adjust these terms in a manner which will benefit customers and GLOR's operations, while not stripping CSX of the financial benefits associatated with their ownership of the Lake Michigan Division trackage.
As a result of the GLOR's purchase of the Grand Elk, several locomotives have been added to the roster and will be renumbered and repainted as time allows.
GDLK # Model GLOR #
WAMX 3531 GP35 395
WAMX 3534 GP35M 396
WAMX 4009 GP40-2W 2038
WAMX 4017 GP40-2W 2039
WAMX 4124 SD40-2 4018
WAMX 4125 SD40-2 4019
WAMX 4189 SD40M-2 4020
WAMX 4190 SD40M-2 4021
WAMX 4206 SD40-2 4022
WAMX 4209 SD40M-2 4023
WAMX 4225 SD40M-2 4024
WAMX 7030 GP7u 30 - Currently OOS in Hughart Yard
The Grand Elk purchased trackage will be operated as the Kalamzoo Subdvision of the Lake Michigan Division, while the trackage north of Grand Rapids will be operated as the Baldwin Subdivision of the Lake Michigan Division.
As a result of the purchase, the following train symbols have been added to the GLOR's train sybol log.
KZ-1 Kalamzoo Yard Switcher
KZEK - Kamazoo to Elkhart and Return Road train.
KZ-2 - Kalamzoo Local - Works Kalamzoo Local Industries
KZ-3 - Kalamzoo to Elkhart Local
KZ-4 - Kalamzoo to Grand Rapids Local
GRH-4 - Grand Rapids Hughhart Yard Switcher
GR-5 - Grand Rapids to Kalamzoo Local
EKKZ-1 Elkhart to Kalamzoo Local
In addition, the purchase of the Grand Elk has allowed the GLOR to gain another interchange partern in the form of AARR Enterprises Grand Rapids Southeastern Railroad (GRSE). GRSE has had trackage rights from their interchange at Burton Jct to CSX Wyoming Terminal. These rights will continue allow GRSE to interchange with both GLOR and CSX in GRand Rapids.
GLOR's current operations based out of Ann St will not change. GLOR's local yard switcher job, GR-2 will now also work as a transfer job, taking cars from Ann St yard south to Hughart Yard and bringing cars from Hughart up to Ann St to be added to the appopriate train out of Grand Rapids. GR-2 may now also take cars south to Wyoming Terminal if CSX does not run north to service customers on the line north of Ann St.
The purchase of the Grand Elk removes some interesting movements in Grand Rapids, as Grand Elk was servicing a transload north of Ann St, causing some interesting train movements at times north of Ann St with mutliple trains all trying to occupy space.
Under the current lease agreements, all traffic from the Lake Michigan Division must be interchanged via CSX in Grand Rapids. GLOR is working to adjust these terms in a manner which will benefit customers and GLOR's operations, while not stripping CSX of the financial benefits associatated with their ownership of the Lake Michigan Division trackage.
As a result of the GLOR's purchase of the Grand Elk, several locomotives have been added to the roster and will be renumbered and repainted as time allows.
GDLK # Model GLOR #
WAMX 3531 GP35 395
WAMX 3534 GP35M 396
WAMX 4009 GP40-2W 2038
WAMX 4017 GP40-2W 2039
WAMX 4124 SD40-2 4018
WAMX 4125 SD40-2 4019
WAMX 4189 SD40M-2 4020
WAMX 4190 SD40M-2 4021
WAMX 4206 SD40-2 4022
WAMX 4209 SD40M-2 4023
WAMX 4225 SD40M-2 4024
WAMX 7030 GP7u 30 - Currently OOS in Hughart Yard
The Grand Elk purchased trackage will be operated as the Kalamzoo Subdvision of the Lake Michigan Division, while the trackage north of Grand Rapids will be operated as the Baldwin Subdivision of the Lake Michigan Division.
As a result of the purchase, the following train symbols have been added to the GLOR's train sybol log.
KZ-1 Kalamzoo Yard Switcher
KZEK - Kamazoo to Elkhart and Return Road train.
KZ-2 - Kalamzoo Local - Works Kalamzoo Local Industries
KZ-3 - Kalamzoo to Elkhart Local
KZ-4 - Kalamzoo to Grand Rapids Local
GRH-4 - Grand Rapids Hughhart Yard Switcher
GR-5 - Grand Rapids to Kalamzoo Local
EKKZ-1 Elkhart to Kalamzoo Local
In addition, the purchase of the Grand Elk has allowed the GLOR to gain another interchange partern in the form of AARR Enterprises Grand Rapids Southeastern Railroad (GRSE). GRSE has had trackage rights from their interchange at Burton Jct to CSX Wyoming Terminal. These rights will continue allow GRSE to interchange with both GLOR and CSX in GRand Rapids.
Last edited by chapmaja on Tue Jan 30, 2024 12:47 am, edited 3 times in total.
Re: Great Lakes and Ohio River Railroad
December 2018 Update:
An agreement has been reached with CSX which will alter the way the "west side" is operated. GLOR will now be the exclusive rail service provided to all customers north / west of the Grand River in Grand Rapids. As part of the agreement, GLOR will pay a per car service charge for all cars switched at locations formerly served by CSX on the above mentioned trackage. Additionally, GLOR may now interchange cars from the Baldwin Subdivision to any interchange partner, with a per car service charge being paid to any car the previously would have been required to be interchanged to CSX under the previous terms of the lease agreement which is no routed to a different railroad. No service charge applies to cars still routed via CSX in Grand Rapids,
The impacted customers in Grand Rapids are Padnos Front St Location, Haviland, Victor Barnes, Padnos - Turner St Location.
As a result of this change, the train symbols and operations have changed slightly. GR-3, which had previously been the Grand Rapids Extra Crew, will now operated from Ann St to Wyoming Terminal and Hughart Yard. GR-2 will no longer handle the traffic between Ann St and Hughart. GR-6 has been added to operate as the extra crew based in Grand Rapids. GR-6 may operate any direction from Grand Rapids as needed.
An agreement has been reached with CSX which will alter the way the "west side" is operated. GLOR will now be the exclusive rail service provided to all customers north / west of the Grand River in Grand Rapids. As part of the agreement, GLOR will pay a per car service charge for all cars switched at locations formerly served by CSX on the above mentioned trackage. Additionally, GLOR may now interchange cars from the Baldwin Subdivision to any interchange partner, with a per car service charge being paid to any car the previously would have been required to be interchanged to CSX under the previous terms of the lease agreement which is no routed to a different railroad. No service charge applies to cars still routed via CSX in Grand Rapids,
The impacted customers in Grand Rapids are Padnos Front St Location, Haviland, Victor Barnes, Padnos - Turner St Location.
As a result of this change, the train symbols and operations have changed slightly. GR-3, which had previously been the Grand Rapids Extra Crew, will now operated from Ann St to Wyoming Terminal and Hughart Yard. GR-2 will no longer handle the traffic between Ann St and Hughart. GR-6 has been added to operate as the extra crew based in Grand Rapids. GR-6 may operate any direction from Grand Rapids as needed.
Re: Great Lakes and Ohio River Railroad
December 2018 Update #2:
The proposed project with the LSRC has fallen through. The proposed projct would have been an intermodal terminal built to provide access to IM services for customers across northern LP Michigan and the UP. Unfortunately, the agreement could not be reached regarding how trains would be operated from this jointly ownded facility. At this time, GLOR does not feel there is sufficient need for a project to be handled solely via one railroad. Future market conditions may change this opinion.
With that said, GLOR has reached an agreement with a Northern Michigan Farmers Cooperative for a farm to rail transload facility to be built in Mesick. This project, will allow for the transloading of various crops to refridgerated and insulated boxcars, allows the GLOR to acess an additional source of revenue from transporting a largely forgotten about income source, fresh fruit and produce. The facility will also serve as a destination for produce coming from out of state locations. This project will help to revintalize a largely underserved railroad line, the Yuma to Thompsonville line which has been in the process of being rehabiliated to service the TAWRE facility. Construction of the facility is estimated to take approximately 6 -8 months and service is expected to begin in Late 2019.
Additionally, the TAWRE Facility construction is on track and the facility is expected to begin operations in mid-2020. East Jordon Iron Works Spur work is slightly behind schedule the first shipments are now not expected until late mid-2019.
The proposed project with the LSRC has fallen through. The proposed projct would have been an intermodal terminal built to provide access to IM services for customers across northern LP Michigan and the UP. Unfortunately, the agreement could not be reached regarding how trains would be operated from this jointly ownded facility. At this time, GLOR does not feel there is sufficient need for a project to be handled solely via one railroad. Future market conditions may change this opinion.
With that said, GLOR has reached an agreement with a Northern Michigan Farmers Cooperative for a farm to rail transload facility to be built in Mesick. This project, will allow for the transloading of various crops to refridgerated and insulated boxcars, allows the GLOR to acess an additional source of revenue from transporting a largely forgotten about income source, fresh fruit and produce. The facility will also serve as a destination for produce coming from out of state locations. This project will help to revintalize a largely underserved railroad line, the Yuma to Thompsonville line which has been in the process of being rehabiliated to service the TAWRE facility. Construction of the facility is estimated to take approximately 6 -8 months and service is expected to begin in Late 2019.
Additionally, the TAWRE Facility construction is on track and the facility is expected to begin operations in mid-2020. East Jordon Iron Works Spur work is slightly behind schedule the first shipments are now not expected until late mid-2019.
Re: Great Lakes and Ohio River Railroad
I just realized I failed to include one of the GLOR's interchange partners. GLOR has been interchanging traffic at Pigeon and Clifford with the Imlay City Northern Railroad since GLOR took over the HESR lines.
Re: Great Lakes and Ohio River Railroad
In the next few days I will hopefully have the GLOR's completed customer list, updated roster and a current map including divisions and subdivisions of the railroad available for viewing.
Re: Great Lakes and Ohio River Railroad
Yes!
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...
Re: Great Lakes and Ohio River Railroad
Lake Michigan Division Customers – Kalamazoo Subdivision
Northwest Hardwoods – Elkhart – Boxcars and Centerbeam Flatcars
Worldcell Extrusions – Elkhart – Covered Hoppers
BlueLinx- Elkhart – Elkhart – Boxcars and Centerbeam Flatcars
Carpenter – Elkhart – Tank Cars (Poly)
Green Stream – Elkhart – Centerbeams
Great Lakes Forest Products – Elkhart – Boxcars / Centerbeams
MJB Wood Group – Bristol – Boxcars / Centerbeams
Great Lakes Forest Products – Bristol – Boxcars / Centerbeams
Robert Weed – Bristol – Boxcars
Alliance Sheets – Bristol – Boxcars
The Andersons – White Pigeon – Unit Grain Trains (Corn, Wheat, Beans)
Michigan Southern Interchange – White Pigeon – RR Interchange
Brunk – Constantine - Covered Hoppers
Pioneer Hi-Bred – Constantine – Covered Hoppers
Michigania Rotational Molding – Covered Hoppers
OX Engineered Productions – Constantine – Covered Hoppers / Boxcars
International Paper – Three Rivers – Boxcars
Huddleston Lumber – Three Rivers - Centerbeams
Wilber-Ellis – Three Rivers – Inbound Fertilizer Tank Cars and Covered Hoppers
Co-Alliance – Schoolcraft – Tank Cars and Covered Hoppers – Fertilizer
Van Beek Nutrition - Schoolcraft – Covered Hoppers
J. Rittenmaier USA – Schoolcraft – Covered Hoppers and Boxcars
Builders FirstSource – Portage – Centerbeams
Pactiv Evergreen – Kalamazoo – Boxcars
LC Howard Warehouse – Kalamazoo – Boxcars
Pfizer – Kalamazoo - Tank Cars
Green Bay Packaging – Kalamazoo – Boxcars
Kalamazoo Metal Recyclers Transload – Kalamazoo – Scrap Gondolas
Aggregate Resources – Kalamazoo- Open Hoppers
Graphic Packaging – Kalamazoo – Tank Cars and Boxcars
USG Otsego Paper – Otsego – Boxcars
Transcendia – Martin – Covered Hoppers
Endeavor Agronomy – Wayland – Tank Cars and Covered Hoppers
Bay Valley Foods – Wayland – Tank Cars
Nutrien Ag Solutions – Moline – Tank Cars and Covered Hoppers
Zeeland Lumber and supply – Wyoming- Centerbeams
Padnos – Wyoming – Boxcars
Magic Steel – Wyoming – Steel Coil Cars
Brink Farms – Grand Rapids – Covered Hoppers
Grand Rapids Southeastern Railroad Interchange – Hughart Yard
RSI Logistics Transload – Grand Rapids – Covered Hoppers
Glass Recyclers- Grand Rapids - Open Hoppers
Northern Dry Bulk – Grand Rapids – Covered Hoppers
Pregis Films – Grand Rapids – Covered Hoppers
Bluelinx – Grand Rapids –Centerbeams and Boxcars
Padnos Front Street Yard – Grand Rapids – Scrap Gondolas
North Ann St Yard (Aka Turner St Yard) is the dividing point between the Baldwin and Kalamazoo Subdivisions, as well as being the interchange point between the Northern Division - Muskegon Subdivision.
The Ann St North / Turner St Yard complex is now under single operations. The lead track in the Grand Elk Transload yard will be extended north of Turner St and will act as a lead track into the yard complex.
Lake Michigan Division – Baldwin Subdivision
Kiros Energy Transload – Grand Rapids Ann St North Yard – Tank Cars
Nugent Sand Transload – Grand Rapids Ann St North Yard – Covered Hoppers
Padnos Turner Street Yard – Grand Rapids – Scrap Gondolas
Haviland – Grand Raids – Tank Cars
Victor Barnes – Grand Rapids – Boxcars
Vans Logistics – Walker – Boxcars and Lumber Flatcars
Weekes Forest Products – Comstock Park - Centerbeams and Boxcars
Quality Liquid Feeds – Comstock Park – Tank Cars
Michigan Rail and Storage – Comstock Park – Covered Hoppers, Tank Cars and Boxcars
Flat Rock Bagging – Sparta – Covered Hoppers
Packaging Personified – Sparta – Covered Hoppers
Kent City Plastics – Kent City – Covered Hoppers
Kent City Farm and Garden – Kent City – Covered Hoppers (infrequent customer)
Wilbur-Ellis – Grant – Covered Hoppers / Tank Cars
Michigan Agricultural Commodities – Newaygo – Covered Hoppers
Harbison Walker – White Cloud – Covered Hoppers / Boxcars
Ceres Solutions – White Cloud - Covered Hoppers
Koppers- Baldwin – Gondolas
Cal/Chlor – Ludington – Covered Hoppers / Boxcars
Sargent Sand – Ludington – Covered Hoppers
Occidental Chemical – Ludington – Tank Cars / Covered Hoppers
Harsco Rail – Ludington – Flatcars / MOW Equipment
GLOR Transload – Ludington – Covered Hoppers / Gondolas / Boxcars / Flatcars
Martin Marietta – Stronach – Covered Hoppers / Tank Cars
Morton Salt – Manistee – Covered Hoppers / Boxcars
Reith – Riley Manistee – Tankcars
PCA – Filer City – Boxcars / Covered Hoppers / Tank Cars
Northwest Hardwoods – Elkhart – Boxcars and Centerbeam Flatcars
Worldcell Extrusions – Elkhart – Covered Hoppers
BlueLinx- Elkhart – Elkhart – Boxcars and Centerbeam Flatcars
Carpenter – Elkhart – Tank Cars (Poly)
Green Stream – Elkhart – Centerbeams
Great Lakes Forest Products – Elkhart – Boxcars / Centerbeams
MJB Wood Group – Bristol – Boxcars / Centerbeams
Great Lakes Forest Products – Bristol – Boxcars / Centerbeams
Robert Weed – Bristol – Boxcars
Alliance Sheets – Bristol – Boxcars
The Andersons – White Pigeon – Unit Grain Trains (Corn, Wheat, Beans)
Michigan Southern Interchange – White Pigeon – RR Interchange
Brunk – Constantine - Covered Hoppers
Pioneer Hi-Bred – Constantine – Covered Hoppers
Michigania Rotational Molding – Covered Hoppers
OX Engineered Productions – Constantine – Covered Hoppers / Boxcars
International Paper – Three Rivers – Boxcars
Huddleston Lumber – Three Rivers - Centerbeams
Wilber-Ellis – Three Rivers – Inbound Fertilizer Tank Cars and Covered Hoppers
Co-Alliance – Schoolcraft – Tank Cars and Covered Hoppers – Fertilizer
Van Beek Nutrition - Schoolcraft – Covered Hoppers
J. Rittenmaier USA – Schoolcraft – Covered Hoppers and Boxcars
Builders FirstSource – Portage – Centerbeams
Pactiv Evergreen – Kalamazoo – Boxcars
LC Howard Warehouse – Kalamazoo – Boxcars
Pfizer – Kalamazoo - Tank Cars
Green Bay Packaging – Kalamazoo – Boxcars
Kalamazoo Metal Recyclers Transload – Kalamazoo – Scrap Gondolas
Aggregate Resources – Kalamazoo- Open Hoppers
Graphic Packaging – Kalamazoo – Tank Cars and Boxcars
USG Otsego Paper – Otsego – Boxcars
Transcendia – Martin – Covered Hoppers
Endeavor Agronomy – Wayland – Tank Cars and Covered Hoppers
Bay Valley Foods – Wayland – Tank Cars
Nutrien Ag Solutions – Moline – Tank Cars and Covered Hoppers
Zeeland Lumber and supply – Wyoming- Centerbeams
Padnos – Wyoming – Boxcars
Magic Steel – Wyoming – Steel Coil Cars
Brink Farms – Grand Rapids – Covered Hoppers
Grand Rapids Southeastern Railroad Interchange – Hughart Yard
RSI Logistics Transload – Grand Rapids – Covered Hoppers
Glass Recyclers- Grand Rapids - Open Hoppers
Northern Dry Bulk – Grand Rapids – Covered Hoppers
Pregis Films – Grand Rapids – Covered Hoppers
Bluelinx – Grand Rapids –Centerbeams and Boxcars
Padnos Front Street Yard – Grand Rapids – Scrap Gondolas
North Ann St Yard (Aka Turner St Yard) is the dividing point between the Baldwin and Kalamazoo Subdivisions, as well as being the interchange point between the Northern Division - Muskegon Subdivision.
The Ann St North / Turner St Yard complex is now under single operations. The lead track in the Grand Elk Transload yard will be extended north of Turner St and will act as a lead track into the yard complex.
Lake Michigan Division – Baldwin Subdivision
Kiros Energy Transload – Grand Rapids Ann St North Yard – Tank Cars
Nugent Sand Transload – Grand Rapids Ann St North Yard – Covered Hoppers
Padnos Turner Street Yard – Grand Rapids – Scrap Gondolas
Haviland – Grand Raids – Tank Cars
Victor Barnes – Grand Rapids – Boxcars
Vans Logistics – Walker – Boxcars and Lumber Flatcars
Weekes Forest Products – Comstock Park - Centerbeams and Boxcars
Quality Liquid Feeds – Comstock Park – Tank Cars
Michigan Rail and Storage – Comstock Park – Covered Hoppers, Tank Cars and Boxcars
Flat Rock Bagging – Sparta – Covered Hoppers
Packaging Personified – Sparta – Covered Hoppers
Kent City Plastics – Kent City – Covered Hoppers
Kent City Farm and Garden – Kent City – Covered Hoppers (infrequent customer)
Wilbur-Ellis – Grant – Covered Hoppers / Tank Cars
Michigan Agricultural Commodities – Newaygo – Covered Hoppers
Harbison Walker – White Cloud – Covered Hoppers / Boxcars
Ceres Solutions – White Cloud - Covered Hoppers
Koppers- Baldwin – Gondolas
Cal/Chlor – Ludington – Covered Hoppers / Boxcars
Sargent Sand – Ludington – Covered Hoppers
Occidental Chemical – Ludington – Tank Cars / Covered Hoppers
Harsco Rail – Ludington – Flatcars / MOW Equipment
GLOR Transload – Ludington – Covered Hoppers / Gondolas / Boxcars / Flatcars
Martin Marietta – Stronach – Covered Hoppers / Tank Cars
Morton Salt – Manistee – Covered Hoppers / Boxcars
Reith – Riley Manistee – Tankcars
PCA – Filer City – Boxcars / Covered Hoppers / Tank Cars
Last edited by chapmaja on Tue Jan 30, 2024 10:27 am, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
Thank you
chapmaja wrote: ↑Thu Jan 25, 2024 12:28 pmIn addition, the purchase of the Grand Elk has allowed the GLOR to gain another interchange partern in the form of AARR Enterprises Grand Rapids Southeastern Railroad (GRSE). GRSE has had trackage rights from their interchange at Burton Jct to CSX Wyoming Terminal. These rights will continue allow GRSE to interchange with both GLOR and CSX in GRand Rapids.
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...
Re: Great Lakes and Ohio River Railroad
February 2019 Update: Operations continue as they have recently, including the addition of the former Grand Elk from Elkhart to Grand Rapids.
The work has continued on the Definance Subdivision. This work has connected the two segments which has been out of service creating basically what was two distinct railroads on the connected line. This has allowed the interchange of traffic between either NS or CSX. The finishing touches are being made on the connection tracks between the Definance Subdivision and the rest of the Southern Division, allowing for the transfer of cars and access for shippers to CN via Flat Rock and UP, BNSF and CP via the Western Division (by way of Lima on the Southern Division). The locomotives purchased by the GLOR as part of the MAW purchase were sold off soon after the purchase. Due to track conditions, traffic running on the line is generally handled by either the GP7 or GP9 locomotives, although at times the railroad has run some larger 2nd generation power will also traverse the line.
East Jordan Ironworks now anticipates their first shipments arriving on the new spur in April, so we are still a few months away from the opening of the spur.
The railroad is looking at possible purchasing some 2nd hand higher horsepower locomotives such as SD70's. These loomotives would be mainly used for the Southern and Western Divisions, although they could also service Northern /Saginaw Bay Division Unit trains. One of the major concerns for the railroad is the condition of the trackage and the impact higher traction effort locomotives would have on the rails. Currently the following restrictions are in place regarding power.
Definance Subdivision - No 6 axel power
Middleton Branch - No 6 axel power
Traverse City Lines - No 6 axel power (except SD20's and SD9m)
The Middleton and Definance lines restrictions are due to the condition of the tracks and roadbed. The TC lines are due to operational considerations and the implementation of the TC-1 train from Walton Jct to TC.
One additional update it the scrapping of several locmotives which have been stored out of service.
GP9 #179 Parts Source Locomotive - Owosso Yard
GP9 #180 Parts Source Locomotive - Owosso Yard
GP35 #389 Parts Source Locomotive - Owosso Yard
GP35 #2648 Parts Source Locomotive - Owosso Yard
GP35 #2681 Parts Source Locomotive - Owosso Yard
GP7u #30 Will be scrapped once part stripping is complete.
These units have been stored out of service and have been stripped of usable parts. As a result of their usefulness being completed, the frames and remaining parts have been turned into razor blades.
The work has continued on the Definance Subdivision. This work has connected the two segments which has been out of service creating basically what was two distinct railroads on the connected line. This has allowed the interchange of traffic between either NS or CSX. The finishing touches are being made on the connection tracks between the Definance Subdivision and the rest of the Southern Division, allowing for the transfer of cars and access for shippers to CN via Flat Rock and UP, BNSF and CP via the Western Division (by way of Lima on the Southern Division). The locomotives purchased by the GLOR as part of the MAW purchase were sold off soon after the purchase. Due to track conditions, traffic running on the line is generally handled by either the GP7 or GP9 locomotives, although at times the railroad has run some larger 2nd generation power will also traverse the line.
East Jordan Ironworks now anticipates their first shipments arriving on the new spur in April, so we are still a few months away from the opening of the spur.
The railroad is looking at possible purchasing some 2nd hand higher horsepower locomotives such as SD70's. These loomotives would be mainly used for the Southern and Western Divisions, although they could also service Northern /Saginaw Bay Division Unit trains. One of the major concerns for the railroad is the condition of the trackage and the impact higher traction effort locomotives would have on the rails. Currently the following restrictions are in place regarding power.
Definance Subdivision - No 6 axel power
Middleton Branch - No 6 axel power
Traverse City Lines - No 6 axel power (except SD20's and SD9m)
The Middleton and Definance lines restrictions are due to the condition of the tracks and roadbed. The TC lines are due to operational considerations and the implementation of the TC-1 train from Walton Jct to TC.
One additional update it the scrapping of several locmotives which have been stored out of service.
GP9 #179 Parts Source Locomotive - Owosso Yard
GP9 #180 Parts Source Locomotive - Owosso Yard
GP35 #389 Parts Source Locomotive - Owosso Yard
GP35 #2648 Parts Source Locomotive - Owosso Yard
GP35 #2681 Parts Source Locomotive - Owosso Yard
GP7u #30 Will be scrapped once part stripping is complete.
These units have been stored out of service and have been stripped of usable parts. As a result of their usefulness being completed, the frames and remaining parts have been turned into razor blades.
Re: Great Lakes and Ohio River Railroad
Summer 2019 Update:
Major news for the GLOR. An agreement has been reached for the ROW between Clare and Baldwin to be reinstalled if the traffic levels meet certain requirements. The key factor in this will be the development of Potash reserves located along the line. It is estimated that the Potash mining operation, if it were to use rail, would generate well above the treshold number of carloads. The agreement includes obtaining an additional 25 feet of ROW to allow both the railroad and the current trail to continue to coexist on the route. In addition to this project, GLOR is also considering the possibility of building a small intermodal facility in the vacinity of Clare. Currently there is no intermodal facilty in northern Michigan and many businesses have been clamouring for such a sevice. This project would be dependent on the reinstallation of the Clare-Baldwin line and the ability to purchase appropriate property in the Clare area.
Additionally, the ZFS facility in Ithaca is opening their grain elevator late this summer and the bean processing plant will be opening in early 2020. This is expected to be a major new customer for the GLOR.
Other news includes the East Jordan Ironworks trackage has been opened. The location has been getting inbound raw materials and shipping outbound product 2-3 times per week since April.
The connection track between the Definance Subdivision and rest of the railroad in Liberty Center is now complete. Currently there is 2 days per week of interchange between the divisions, with most cars on the line inbound product for the warehouses in Napoleon.
The Peavine Subdivision is seeing an increase in growth and is getting service 2-3 times per week.
GLOR's service with its shortline interchange partners remains steady.
One new project GLOR is working on is purchasing land for a car storage and railcar repair facility. Several properties are being considered, although the most likely location appears to be in the vacinity of Delta, Oh due to the proximity to all other major interchange partners.
Also, the Sara Lee Bakery in TC has been getting carloads of inbound flour. Currently these loads have been coming from an out of state producer however King Milling is working with the GLOR and Sara Lee to become the main flour provider to Sare Lee in TC. The current routing will take cars from the King Milling Facility in Lowell, east to Durand and then north on the former AA / GR&I to TC. This traffic would be rerouted to Bladwin-Clare should that line be reinstalled.
Currently the power situation for the railroad is stable. No new purchases have been made for power. The railroad is still looking at purchasing some SD70 locomotives, but as of now have not been able to come to a purchase agreement.
The only changes to the locomotive roster are that GP7u #30 was stripped of all usable parts and then scrapped in March 2019. All other power currently remains on the roster, although some units are currently stored servicable on short or long term storage. The end cab switchers are currently being used only on an as needed basis as other power is being tasked with doing the majority of work in the yards. There is currently no plan to remove these units from the active roster until they become unservicable. There are discussions within the railroad regarding the future of the GE locomotives, as these units are outcasts on an otherwise almost exclusively EMD roster. If the GE's are removed from the roster in the comming years, several museums have discussed possibly acquiring the U23BR's. These units however would likely be among the last units removed from the roster as they were rebuilt in 2012.
Major news for the GLOR. An agreement has been reached for the ROW between Clare and Baldwin to be reinstalled if the traffic levels meet certain requirements. The key factor in this will be the development of Potash reserves located along the line. It is estimated that the Potash mining operation, if it were to use rail, would generate well above the treshold number of carloads. The agreement includes obtaining an additional 25 feet of ROW to allow both the railroad and the current trail to continue to coexist on the route. In addition to this project, GLOR is also considering the possibility of building a small intermodal facility in the vacinity of Clare. Currently there is no intermodal facilty in northern Michigan and many businesses have been clamouring for such a sevice. This project would be dependent on the reinstallation of the Clare-Baldwin line and the ability to purchase appropriate property in the Clare area.
Additionally, the ZFS facility in Ithaca is opening their grain elevator late this summer and the bean processing plant will be opening in early 2020. This is expected to be a major new customer for the GLOR.
Other news includes the East Jordan Ironworks trackage has been opened. The location has been getting inbound raw materials and shipping outbound product 2-3 times per week since April.
The connection track between the Definance Subdivision and rest of the railroad in Liberty Center is now complete. Currently there is 2 days per week of interchange between the divisions, with most cars on the line inbound product for the warehouses in Napoleon.
The Peavine Subdivision is seeing an increase in growth and is getting service 2-3 times per week.
GLOR's service with its shortline interchange partners remains steady.
One new project GLOR is working on is purchasing land for a car storage and railcar repair facility. Several properties are being considered, although the most likely location appears to be in the vacinity of Delta, Oh due to the proximity to all other major interchange partners.
Also, the Sara Lee Bakery in TC has been getting carloads of inbound flour. Currently these loads have been coming from an out of state producer however King Milling is working with the GLOR and Sara Lee to become the main flour provider to Sare Lee in TC. The current routing will take cars from the King Milling Facility in Lowell, east to Durand and then north on the former AA / GR&I to TC. This traffic would be rerouted to Bladwin-Clare should that line be reinstalled.
Currently the power situation for the railroad is stable. No new purchases have been made for power. The railroad is still looking at purchasing some SD70 locomotives, but as of now have not been able to come to a purchase agreement.
The only changes to the locomotive roster are that GP7u #30 was stripped of all usable parts and then scrapped in March 2019. All other power currently remains on the roster, although some units are currently stored servicable on short or long term storage. The end cab switchers are currently being used only on an as needed basis as other power is being tasked with doing the majority of work in the yards. There is currently no plan to remove these units from the active roster until they become unservicable. There are discussions within the railroad regarding the future of the GE locomotives, as these units are outcasts on an otherwise almost exclusively EMD roster. If the GE's are removed from the roster in the comming years, several museums have discussed possibly acquiring the U23BR's. These units however would likely be among the last units removed from the roster as they were rebuilt in 2012.
Last edited by chapmaja on Mon Mar 18, 2024 9:05 pm, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
January 1st 2020 Update:
Things are still going good for the GLOR.
East Jordan Ironworks is getting service 3 times per week and is average 10 cars of inbound raw materials and about 15 cars of outbound product per week. This is expected to be about the average service for the company in the immediate future.
The decision has been made to reinstall the Clare-Baldwin line, as it is estimated that the potash reserves will produce enough carloads to justify the reinstallation of the line. The actual physical reinstallation of the line will be dependent on overcoming the opposition from the NIMBY's and the approval of the various regulatory agencies.
The GLOR has also obtained an option to purchase property in Clare for the future development of a small IM facility in Clare. This project would be tied to the re-installation of the line from Clare to Baldwin.
The building of a car repair and storage facility is still in the planning stages, but it appears likely that this facility, if built would be built largely on the existing footprint of the GLOR's Delta, Oh yard alongside the NS mainline. The GLOR is looking to purchase additional property, currently used as farmland adjacent to the remnants of the yard in Delta.
The Yuma to Thompsonville portion of the line has seen its ups and downs. The TAWRE facility in Thompsonville is still on track to open in mid-2020. Northern Michigan Farmers Cooperative has finished their Mesick facility and has begun shipping outbound cars of cherries. They averaged about 3 cars per week during the late fall. Currently they are also in talks to operate a rail to truck operation for inbound produce as need to a TC customer. The GLOR would prefer that product would be rail serviced directly into TC however.
King Milling, the GLOR and Sarah Lee in TC have been conducting some test runs of flour between Lowell and TC. Currently Sara Lee is still having reservations about using rail service for the flour as the GLOR's current schedule is not condusive to quick deliveries.
The Defiance Subdivision is now operational all the way between Woodburn and the connection with the rest of the system. the Defiance Subdivison is currently being operated by two trains. One, based in Woodburn is service customers on the western end of the line from Woodburn to Defiance (only going to Defiance as needed). The Defiance based crew runs cars east to Napoleon and to the interchange with the Southern Division in Libery Center.
The Peavine Subdivision is still showing steady improvement. Both the Defiance Subdivision and Peavine Subdivisions are getting significant improvements in track and roadbed conditions.
The locomotive power situation has not changed, although there is growing concern regarding the GE's on the roster and their future.
Things are still going good for the GLOR.
East Jordan Ironworks is getting service 3 times per week and is average 10 cars of inbound raw materials and about 15 cars of outbound product per week. This is expected to be about the average service for the company in the immediate future.
The decision has been made to reinstall the Clare-Baldwin line, as it is estimated that the potash reserves will produce enough carloads to justify the reinstallation of the line. The actual physical reinstallation of the line will be dependent on overcoming the opposition from the NIMBY's and the approval of the various regulatory agencies.
The GLOR has also obtained an option to purchase property in Clare for the future development of a small IM facility in Clare. This project would be tied to the re-installation of the line from Clare to Baldwin.
The building of a car repair and storage facility is still in the planning stages, but it appears likely that this facility, if built would be built largely on the existing footprint of the GLOR's Delta, Oh yard alongside the NS mainline. The GLOR is looking to purchase additional property, currently used as farmland adjacent to the remnants of the yard in Delta.
The Yuma to Thompsonville portion of the line has seen its ups and downs. The TAWRE facility in Thompsonville is still on track to open in mid-2020. Northern Michigan Farmers Cooperative has finished their Mesick facility and has begun shipping outbound cars of cherries. They averaged about 3 cars per week during the late fall. Currently they are also in talks to operate a rail to truck operation for inbound produce as need to a TC customer. The GLOR would prefer that product would be rail serviced directly into TC however.
King Milling, the GLOR and Sarah Lee in TC have been conducting some test runs of flour between Lowell and TC. Currently Sara Lee is still having reservations about using rail service for the flour as the GLOR's current schedule is not condusive to quick deliveries.
The Defiance Subdivision is now operational all the way between Woodburn and the connection with the rest of the system. the Defiance Subdivison is currently being operated by two trains. One, based in Woodburn is service customers on the western end of the line from Woodburn to Defiance (only going to Defiance as needed). The Defiance based crew runs cars east to Napoleon and to the interchange with the Southern Division in Libery Center.
The Peavine Subdivision is still showing steady improvement. Both the Defiance Subdivision and Peavine Subdivisions are getting significant improvements in track and roadbed conditions.
The locomotive power situation has not changed, although there is growing concern regarding the GE's on the roster and their future.
Re: Great Lakes and Ohio River Railroad
March 1st 2020 Update:
The GLOR has purchased another railroad line. The Michigan Southern Railroad from White Pigeon to Stugris has been purchased and will be operated as the Sturgis Subdivision of the Lake Michigan Division. The line will operate based out of White Pigeon with an interchange with the Kalamazoo Subdivision in White Pigeon. The operations to Sturgis will currently be done 5 days week M-F. Operations of the line will be conducted out of the current yard in White Pigeon. Power for the line will be assigned as needed from the Kalamazoo Subdivision as the PREX power was not included in the sale of assets.
Other updates indicate that the GE's on the roster will be removed by the end of the year 2020. Several entities have been looking at some of the GE's for museum pieces while others may have be sold of as industrial switchers or sold to brokers.
The biggest locomotive news is that the railroad is in final negotiations to purchase up to 20 SD70 or SD70M locomotives from NS. NS has indicated they will be selling off their SD70 and SD70M units. The exact numbers and models to be purchased has not been released. The GLOR is expected to assign these locomoticves to unit train service and the heavier haul trains on the line. This is certainly a leading factor towards the removal of the GE's from the line, however other locomotives will also likely be removed from the roster as a result of these purchases. The railroad is currently taking a serious look at track conditions and the impact of the locomotive weights on infrastructure. This may keep some of the older first and second generation power on the line longer than many would expect.
On the Peavine subdivision there has been a drastic increase on the volume of stone traffic and this traffic will be increasing even more in future months. This is a short hual operation from the eastern end of the operation to the new transload being built. The area on the east end of the railroad beyond Plum Run is loaded with storage cars. Over 300 cars are currently on the line. The GLOR has been in discussions with the STB and NS about expanding the trackage available for car storage from the current end of the line at Jaybird Rd at far as Otway. This track would only be used for car storage and not contain any meaningful operations to customers.
Additionally, the TAWRE facility is expected to begin operations in May. The first rail shipments to the facility will likely be in the next few weeks load the plant with "feedstock" and run test operations. Full scale operations will begin once all operational and air quality testing has been completed. The ownership of the TAWRE facility has been talking about bringing in unit "trash" trains rather than the previously expected blocks of cars. Current estimates for cars are now more than doubled over the previous estimates with a weekly 64 car trash unit train expected to be delivered once operations are in full swing. Additional inbound traffic will include chemicals (for use in the air purification system), and empty covered hoppers and scrap gondolas for outbound metal and plastic scrap.
Finally, the GLOR has determined where it will build the new railcar reapir facility. This facility will be located in Delta, Oh will be built on land purchased alongside the NS mainline east of the GLOR NS Crossing. The GLOR will add track alongside the NS ROW under the GLOR mainline to access the new facility. In addition, the GLOR yard will be rebuilt from east end of the yard to Township Rd 10. In addition to building the car repair facility in Delta, the GLOR will now be the sole switching operator for all traffic business in Delta, Oh. The GLOR reached an agreement to take over all switching of the Worthington, Fulton Mill Service, Messer, North Star Blue Scope, as well as Pettisville Grain in Delta. The GLOR will service all customers and build trains for NS in the Yard on the north side of the NS main near the industrial complex. NS trains will pick up and set out cars as needed. To facilite this access to this yard, a new connection track between the NS yard and the mainline will be built at the east end near the GLOR NS crossing. The GLOR will create a new train symbol DELS-1, and DELS-2, the first and second shift switching jobs. DELS-1 will be on duty at 07:00 while DELS-2 will be on duty at 19:00. These jobs will be responsible for all work done in Delta's industries as well as building the setouts for NS and building the GLOR's LD/DL and FRD and DFR trains.
The GLOR has purchased another railroad line. The Michigan Southern Railroad from White Pigeon to Stugris has been purchased and will be operated as the Sturgis Subdivision of the Lake Michigan Division. The line will operate based out of White Pigeon with an interchange with the Kalamazoo Subdivision in White Pigeon. The operations to Sturgis will currently be done 5 days week M-F. Operations of the line will be conducted out of the current yard in White Pigeon. Power for the line will be assigned as needed from the Kalamazoo Subdivision as the PREX power was not included in the sale of assets.
Other updates indicate that the GE's on the roster will be removed by the end of the year 2020. Several entities have been looking at some of the GE's for museum pieces while others may have be sold of as industrial switchers or sold to brokers.
The biggest locomotive news is that the railroad is in final negotiations to purchase up to 20 SD70 or SD70M locomotives from NS. NS has indicated they will be selling off their SD70 and SD70M units. The exact numbers and models to be purchased has not been released. The GLOR is expected to assign these locomoticves to unit train service and the heavier haul trains on the line. This is certainly a leading factor towards the removal of the GE's from the line, however other locomotives will also likely be removed from the roster as a result of these purchases. The railroad is currently taking a serious look at track conditions and the impact of the locomotive weights on infrastructure. This may keep some of the older first and second generation power on the line longer than many would expect.
On the Peavine subdivision there has been a drastic increase on the volume of stone traffic and this traffic will be increasing even more in future months. This is a short hual operation from the eastern end of the operation to the new transload being built. The area on the east end of the railroad beyond Plum Run is loaded with storage cars. Over 300 cars are currently on the line. The GLOR has been in discussions with the STB and NS about expanding the trackage available for car storage from the current end of the line at Jaybird Rd at far as Otway. This track would only be used for car storage and not contain any meaningful operations to customers.
Additionally, the TAWRE facility is expected to begin operations in May. The first rail shipments to the facility will likely be in the next few weeks load the plant with "feedstock" and run test operations. Full scale operations will begin once all operational and air quality testing has been completed. The ownership of the TAWRE facility has been talking about bringing in unit "trash" trains rather than the previously expected blocks of cars. Current estimates for cars are now more than doubled over the previous estimates with a weekly 64 car trash unit train expected to be delivered once operations are in full swing. Additional inbound traffic will include chemicals (for use in the air purification system), and empty covered hoppers and scrap gondolas for outbound metal and plastic scrap.
Finally, the GLOR has determined where it will build the new railcar reapir facility. This facility will be located in Delta, Oh will be built on land purchased alongside the NS mainline east of the GLOR NS Crossing. The GLOR will add track alongside the NS ROW under the GLOR mainline to access the new facility. In addition, the GLOR yard will be rebuilt from east end of the yard to Township Rd 10. In addition to building the car repair facility in Delta, the GLOR will now be the sole switching operator for all traffic business in Delta, Oh. The GLOR reached an agreement to take over all switching of the Worthington, Fulton Mill Service, Messer, North Star Blue Scope, as well as Pettisville Grain in Delta. The GLOR will service all customers and build trains for NS in the Yard on the north side of the NS main near the industrial complex. NS trains will pick up and set out cars as needed. To facilite this access to this yard, a new connection track between the NS yard and the mainline will be built at the east end near the GLOR NS crossing. The GLOR will create a new train symbol DELS-1, and DELS-2, the first and second shift switching jobs. DELS-1 will be on duty at 07:00 while DELS-2 will be on duty at 19:00. These jobs will be responsible for all work done in Delta's industries as well as building the setouts for NS and building the GLOR's LD/DL and FRD and DFR trains.
Re: Great Lakes and Ohio River Railroad
December 2020 Update:
The GLOR, like everyone else, has suffered a very rough last 10 months. The virus caused a drastic economic slowdown leading to a substantial drop in customer shipments across the system. GLOR's minimum service agreements with certain customers did include a clause which limited the liability of customers who did not reach minimum traffic volumes if the volume reduction was caused by a "governmental action." Many customers with the volume reductions were slowed or stopped due to govenment "stay at home" orders. Estimates were that the GLOR lost 50% of its traffic volume due to the economic slowdown caused by the virus. The GLOR did purchase 13 used SD70 and SD70M locomotives, formerly from NS. These units were
SD70
NS 2552
NS 2556
NS 2569
NS 2571
NS 2573
NS 2579
NS 2580
SD70M
NS 2627
NS 2638
NS 2642
NS 2797
NS 2798
NS 2799
It is worth noting that 2797, 2798, and 2799 are not newcomers to working on the current GLOR trackage. those 3 units were formally NYSW 4050, 4052, and 4054 which spent time on lease to the GLOR earlier in their careers. These units, at this time will be letterd GLOX and retain their NS numbers and paint schemes.
The GLOR has not made any decisions on retiring current locomotives, but it is expected that several units will be removed from the active roster and transfered to the GLOX roster. GLOX is the leasing operations company operated in conjunction with the GLOR's railroad operations.
In addition to the purchase of the SD70/SD70M's, the GLOR also purchased 3 ex-MRL SD35's. These locomotives were purchased in large part to be used on the northern end of the railroad servcing the grain operations and ZFS facility in Ithaca. The units will be re-lettered for the GLOR, but will retain their current MRL numbers, 701,702 and 705.
On area the GLOR did increase revenue over previous years was car storage. The GLOR basically had every possible siding and yard filled to capacity with storage cars. While this did not overcome the loss of revenue from actual operations, it has done enough to keep the company afloat and out of serious financial difficulty.
GLOR crews were able to get significant work done on the line this fall due in part due to the lower than normal traffic volumes. Many small projections were pushed ahead including replacement projects on significant sections of the railroad. Currently the vast majority of the railroad is capable of handling 286,000 pound cars. GLOR is also considering helping some of their interchange partners with MOW loans / grants to assist in upgrading their trackage to 286,000 pound standard as these companies are interchanging solely with the GLOR and a loss in traffic volume for the partner railroad will result in a loss of traffic for the GLOR.
The GLOR, like everyone else, has suffered a very rough last 10 months. The virus caused a drastic economic slowdown leading to a substantial drop in customer shipments across the system. GLOR's minimum service agreements with certain customers did include a clause which limited the liability of customers who did not reach minimum traffic volumes if the volume reduction was caused by a "governmental action." Many customers with the volume reductions were slowed or stopped due to govenment "stay at home" orders. Estimates were that the GLOR lost 50% of its traffic volume due to the economic slowdown caused by the virus. The GLOR did purchase 13 used SD70 and SD70M locomotives, formerly from NS. These units were
SD70
NS 2552
NS 2556
NS 2569
NS 2571
NS 2573
NS 2579
NS 2580
SD70M
NS 2627
NS 2638
NS 2642
NS 2797
NS 2798
NS 2799
It is worth noting that 2797, 2798, and 2799 are not newcomers to working on the current GLOR trackage. those 3 units were formally NYSW 4050, 4052, and 4054 which spent time on lease to the GLOR earlier in their careers. These units, at this time will be letterd GLOX and retain their NS numbers and paint schemes.
The GLOR has not made any decisions on retiring current locomotives, but it is expected that several units will be removed from the active roster and transfered to the GLOX roster. GLOX is the leasing operations company operated in conjunction with the GLOR's railroad operations.
In addition to the purchase of the SD70/SD70M's, the GLOR also purchased 3 ex-MRL SD35's. These locomotives were purchased in large part to be used on the northern end of the railroad servcing the grain operations and ZFS facility in Ithaca. The units will be re-lettered for the GLOR, but will retain their current MRL numbers, 701,702 and 705.
On area the GLOR did increase revenue over previous years was car storage. The GLOR basically had every possible siding and yard filled to capacity with storage cars. While this did not overcome the loss of revenue from actual operations, it has done enough to keep the company afloat and out of serious financial difficulty.
GLOR crews were able to get significant work done on the line this fall due in part due to the lower than normal traffic volumes. Many small projections were pushed ahead including replacement projects on significant sections of the railroad. Currently the vast majority of the railroad is capable of handling 286,000 pound cars. GLOR is also considering helping some of their interchange partners with MOW loans / grants to assist in upgrading their trackage to 286,000 pound standard as these companies are interchanging solely with the GLOR and a loss in traffic volume for the partner railroad will result in a loss of traffic for the GLOR.
Last edited by chapmaja on Sat Apr 20, 2024 7:36 pm, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
Update July 1st 2021.
The biggest news is the TAWRE facility is up and running. Currently they are bringing in 64 car unit trains of trash from out of state via interchange with NS in Toledo. These trains, as per an agreement with the State of Michigan are running as unit trains to prevent the trains from sitting for an extended period of time in a yard location. Power for these trains has normally been the SD35's which were purchased in 2020, supplemented with SD40-2s as needed. In addition the trains are getting local service which consists of approximately 5 inbound car loads of chemicals per week and roughly 10 outbound carloads of recycled plastic and metal cars per week.
Other news in northern Michigan is the on again off again Yuma Sand pit may begin shipping sand again in the coming months. Service has been sporadic to say the least of the last several years, but it appears the sand pits operators may begin shipping sand again. Currently the GLOR still has approximately 75 sand cars available for service and may consider purchasing additional cars as needed.
The increased traffic volume on the northern end of the railroad is resulting in the railroad taking serious consideration of expanding the railroad yards in Cadillac. The unique layout of the tracks in Cadillac presents problems for train crews operating southbound from Cadillac or northbound into Cadillac. The cost of rebulding a direct connection track North Yard to the southbound main is to say the least, cost prohibitive, so expansion of the yards may be required to most adequately provide service in the future. The first step in expansion will be expansion with additional tracks in North Yard. This yard serves as the main base of operations for the railroad currently. All carload traffic will be operating via this yard and Selma Yard is currently used only for short and long term storage. The addition of the sand traffic would require the use of Selma Yard for service west of Cadillac.
East Jordan Iron Works has seen a substantial increase in traffic following the pandemic as government spending on infrastructure has increased. EJIW is getting roughly 20 carloads per week of inbound materials and is shipping approximately the same number of cars outbound each week.
Interchange traffic on the north end is very solid and it is not uncomming for trains coming south from Cadillac to be running with 30 plus cars. Many of these cars are still to and from the Cemex plant located on the CP&P, either outbound cement or inbound flyash. Coupled with the carloads from EJIW, TC and other local industries making up the rest of the traffic. The addition of the sand traffic will require a redistribution of power for the railroad. Currently the power running between Cadillac and Owosso has been GP35s, GP40-2s and SD40-2's. The GP35s may be religated to local service north of Cadillac in the future.
Interchange traffic with the A&MI remains steady. A&MI runs their trains from the interchange on the north side of Alma to Wright Siding to interchange with the GLOR in Wright Siding. This arrangement works better for all involved. GLOR's road trains then pick up the traffic and drop off interchange traffic in the siding for the A&MI. When grain trains are running to Cargil, the GLOR may keep their power on the train, or may provide lease power to the A&MI to run the train, as the A&MI power is older and tends to struggle with the length and tonnage of the unit trains. As of the current time, Class 1 runthrough power is not being used on the unit trains to any of the the Northern Division shippers. This is a result of a derailment involving a grain train pulled by NS power several years ago in Livingston County.
Interchange traffic with the MMGN in Middleton is largely related to storage cars. GLOR uses the MMGN storage capacity for SIT traffic as well as short and long term stoage of cars. GLOR is normally pretty good at getting a crew to Middleton to pick up cars from the MMGN within 24 hours of notification of interchange being required. GLOR is considering basing a locomotive (likely a GP35) in Middleton for run cars from the interchange with the MMGN to Ashley where they will be interchanged with the mainline. If this comes to pass, the crew would be based out of Owosso, but would run under the symbol MDT-1. MDT-2 is going to be the symbol for all other trains running on the Ashley to Middleton segment of the railroad.
The final shortline interchange partner of the GLOR in Michigan is the ICN. ICN has two interchange points with the GLOR. The first is at Clifford while the second is at Pigeon. ICN provides a decent amount of traffic to supplement the traffic generated in the thumb region. For a period of time, the ICN's interchange with CN was closed, so all traffic outbound from the ICN was going via one of the interchanges. CN has recently reopened the interchange in Imlay City for grain trains, so some traffic which had previously taken the routing via the GLOR from the thumb via Saginaw and Durand to CN has now gone back to running direct via CN. This has cut into some of the traffic volume from the GLOR's Saginaw Division.
The GLOR also does some interchange with LSRC in Saginaw and Bay City. There is talk of some additional traffic possibly returning in the future running from locations on the LSRC and being interchanged to GLOR in Saginaw.
All of the expansion in northern Michigan is causing the GLOR to consider expansion of the yard in Durand. Currently, with the number of trains running traffic from Durand into the tumb region or north, and the expansion of rail customers, the yard is getting bit tight on space as it is currently designed. This expansion would be a reinstallation and rebabilitation of tracks on the western side of the yard in the vacinity of the coaling tower. There would be no impact to the coaling tower itself, as this is consider to be a historic artifact by the railroads and would also be a beast to remove.
Traffic from Durand south to the Toledo area remains steady. Currently the GLOR is still handling interchange traffic with CN and W&LE via Ottawa Yard in Toledo, while CSX and NS are running to Erie Yard to handle interchange traffic within Erie Yard.
Traffic on the Adrian cluster also remains steady, including the traffic to Clinton. The Clinton Branch from the NS mainline to Clinton was upgraded to 25 mph standards and can now handle 286,000 cars. The increased speed on the line now allows the operations to start and terminate in Adrian without having to bring a second crew to operate the trains. In addition, the GLOR is no longer being forced to located power on the Clinton Branch as the track conditions are now sufficient for all 4 axel locomotives to traverse the line. The small Tecumseh Yard serve the line well. The Southern Michigan Railroad Society, based in Clinton, still runs excurssions on the line. They are currently in the process of trying to return their ex-AA RS1 to operational condition. The GLOR's maintainance crews have been assisting, as needed, in the effort to return the unit to service.
Finally, GLOX, the GLOR's leasing branch, has been leasing excess locomotives on short and long term leases to industrial customers across the country. The locomotives have also been leased to other railroads as needed. Due to accounting arrangements, the locomotives on the GLOR's roster are all technically being transfered to the GLOX roster, with the GLOR then leasing their locomotives for railroad operations. This arrangement allows all locomotives to remain under one ownership. All locomotives will remain in the GLOR's current pain scheme unless they are a heritage scheme locomotive. The newest purchased locomotives were all repained in early 2021, with all SD35, SD70 and SD70M's except 2799 being repainted into the GLOR scheme. 2799 was repainted to a NYSW themed scheme.
GLOR's shops in Lima, Oh have been contracting out rebuilding work for shortlines across the country. The railroad also maintained there facilitities in Owosso and Cincinati, which has been providing inspection service and light repair work.
The biggest news is the TAWRE facility is up and running. Currently they are bringing in 64 car unit trains of trash from out of state via interchange with NS in Toledo. These trains, as per an agreement with the State of Michigan are running as unit trains to prevent the trains from sitting for an extended period of time in a yard location. Power for these trains has normally been the SD35's which were purchased in 2020, supplemented with SD40-2s as needed. In addition the trains are getting local service which consists of approximately 5 inbound car loads of chemicals per week and roughly 10 outbound carloads of recycled plastic and metal cars per week.
Other news in northern Michigan is the on again off again Yuma Sand pit may begin shipping sand again in the coming months. Service has been sporadic to say the least of the last several years, but it appears the sand pits operators may begin shipping sand again. Currently the GLOR still has approximately 75 sand cars available for service and may consider purchasing additional cars as needed.
The increased traffic volume on the northern end of the railroad is resulting in the railroad taking serious consideration of expanding the railroad yards in Cadillac. The unique layout of the tracks in Cadillac presents problems for train crews operating southbound from Cadillac or northbound into Cadillac. The cost of rebulding a direct connection track North Yard to the southbound main is to say the least, cost prohibitive, so expansion of the yards may be required to most adequately provide service in the future. The first step in expansion will be expansion with additional tracks in North Yard. This yard serves as the main base of operations for the railroad currently. All carload traffic will be operating via this yard and Selma Yard is currently used only for short and long term storage. The addition of the sand traffic would require the use of Selma Yard for service west of Cadillac.
East Jordan Iron Works has seen a substantial increase in traffic following the pandemic as government spending on infrastructure has increased. EJIW is getting roughly 20 carloads per week of inbound materials and is shipping approximately the same number of cars outbound each week.
Interchange traffic on the north end is very solid and it is not uncomming for trains coming south from Cadillac to be running with 30 plus cars. Many of these cars are still to and from the Cemex plant located on the CP&P, either outbound cement or inbound flyash. Coupled with the carloads from EJIW, TC and other local industries making up the rest of the traffic. The addition of the sand traffic will require a redistribution of power for the railroad. Currently the power running between Cadillac and Owosso has been GP35s, GP40-2s and SD40-2's. The GP35s may be religated to local service north of Cadillac in the future.
Interchange traffic with the A&MI remains steady. A&MI runs their trains from the interchange on the north side of Alma to Wright Siding to interchange with the GLOR in Wright Siding. This arrangement works better for all involved. GLOR's road trains then pick up the traffic and drop off interchange traffic in the siding for the A&MI. When grain trains are running to Cargil, the GLOR may keep their power on the train, or may provide lease power to the A&MI to run the train, as the A&MI power is older and tends to struggle with the length and tonnage of the unit trains. As of the current time, Class 1 runthrough power is not being used on the unit trains to any of the the Northern Division shippers. This is a result of a derailment involving a grain train pulled by NS power several years ago in Livingston County.
Interchange traffic with the MMGN in Middleton is largely related to storage cars. GLOR uses the MMGN storage capacity for SIT traffic as well as short and long term stoage of cars. GLOR is normally pretty good at getting a crew to Middleton to pick up cars from the MMGN within 24 hours of notification of interchange being required. GLOR is considering basing a locomotive (likely a GP35) in Middleton for run cars from the interchange with the MMGN to Ashley where they will be interchanged with the mainline. If this comes to pass, the crew would be based out of Owosso, but would run under the symbol MDT-1. MDT-2 is going to be the symbol for all other trains running on the Ashley to Middleton segment of the railroad.
The final shortline interchange partner of the GLOR in Michigan is the ICN. ICN has two interchange points with the GLOR. The first is at Clifford while the second is at Pigeon. ICN provides a decent amount of traffic to supplement the traffic generated in the thumb region. For a period of time, the ICN's interchange with CN was closed, so all traffic outbound from the ICN was going via one of the interchanges. CN has recently reopened the interchange in Imlay City for grain trains, so some traffic which had previously taken the routing via the GLOR from the thumb via Saginaw and Durand to CN has now gone back to running direct via CN. This has cut into some of the traffic volume from the GLOR's Saginaw Division.
The GLOR also does some interchange with LSRC in Saginaw and Bay City. There is talk of some additional traffic possibly returning in the future running from locations on the LSRC and being interchanged to GLOR in Saginaw.
All of the expansion in northern Michigan is causing the GLOR to consider expansion of the yard in Durand. Currently, with the number of trains running traffic from Durand into the tumb region or north, and the expansion of rail customers, the yard is getting bit tight on space as it is currently designed. This expansion would be a reinstallation and rebabilitation of tracks on the western side of the yard in the vacinity of the coaling tower. There would be no impact to the coaling tower itself, as this is consider to be a historic artifact by the railroads and would also be a beast to remove.
Traffic from Durand south to the Toledo area remains steady. Currently the GLOR is still handling interchange traffic with CN and W&LE via Ottawa Yard in Toledo, while CSX and NS are running to Erie Yard to handle interchange traffic within Erie Yard.
Traffic on the Adrian cluster also remains steady, including the traffic to Clinton. The Clinton Branch from the NS mainline to Clinton was upgraded to 25 mph standards and can now handle 286,000 cars. The increased speed on the line now allows the operations to start and terminate in Adrian without having to bring a second crew to operate the trains. In addition, the GLOR is no longer being forced to located power on the Clinton Branch as the track conditions are now sufficient for all 4 axel locomotives to traverse the line. The small Tecumseh Yard serve the line well. The Southern Michigan Railroad Society, based in Clinton, still runs excurssions on the line. They are currently in the process of trying to return their ex-AA RS1 to operational condition. The GLOR's maintainance crews have been assisting, as needed, in the effort to return the unit to service.
Finally, GLOX, the GLOR's leasing branch, has been leasing excess locomotives on short and long term leases to industrial customers across the country. The locomotives have also been leased to other railroads as needed. Due to accounting arrangements, the locomotives on the GLOR's roster are all technically being transfered to the GLOX roster, with the GLOR then leasing their locomotives for railroad operations. This arrangement allows all locomotives to remain under one ownership. All locomotives will remain in the GLOR's current pain scheme unless they are a heritage scheme locomotive. The newest purchased locomotives were all repained in early 2021, with all SD35, SD70 and SD70M's except 2799 being repainted into the GLOR scheme. 2799 was repainted to a NYSW themed scheme.
GLOR's shops in Lima, Oh have been contracting out rebuilding work for shortlines across the country. The railroad also maintained there facilitities in Owosso and Cincinati, which has been providing inspection service and light repair work.
Last edited by chapmaja on Fri Mar 22, 2024 9:11 pm, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
TY for the information about other paper railroads. It is fun to read. I am impressed with the amount of details you are including. For example, you included that interchange with A&MI takes place at Wright Siding. MMGN's primary business is car storage (which will be changing soon when the feed mill in Vickeryville opens later this year). And ICN's interchange traffic with CN goes via GLOR's connections at Pigeon (frequently) or Clifford (infrequently) to Durand rather than ICN's direct connection at Imlay City.
One note, Cemex on the CP&P receives flyash, not ships it out. The routing is UP-CN-GLOR-CP&P. It usually arrive three times per week in blocks of seven to ten cars. The flyash comes from a coal fired power plant in either MN or WI and is used as an additive in the production of cement.
One note, Cemex on the CP&P receives flyash, not ships it out. The routing is UP-CN-GLOR-CP&P. It usually arrive three times per week in blocks of seven to ten cars. The flyash comes from a coal fired power plant in either MN or WI and is used as an additive in the production of cement.
chapmaja wrote: ↑Wed Mar 20, 2024 2:56 pmMany of these cars are still to and from the Cemex plant located on the CP&P, either outbound cement or outbound flyash.
Interchange traffic with the A&MI remains steady.
Interchange traffic with the MMGN in Middleton is largely related to storage cars. GLOR uses the MMGN storage capacity for SIT traffic as well as short and long term storage of cars.
The final shortline interchange partner of the GLOR in Michigan is the ICN.
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...
Re: Great Lakes and Ohio River Railroad
Thanks for the correction on the flyash. I think I meant the empties of flyash were going back out, but I will double check and correct as needed.AARR wrote: ↑Wed Mar 20, 2024 6:23 pmTY for the information about other paper railroads. It is fun to read. I am impressed with the amount of details you are including. For example, you included that interchange with A&MI takes place at Wright Siding. MMGN's primary business is car storage (which will be changing soon when the feed mill in Vickeryville opens later this year). And ICN's interchange traffic with CN goes via GLOR's connections at Pigeon (frequently) or Clifford (infrequently) to Durand rather than ICN's direct connection at Imlay City.
One note, Cemex on the CP&P receives flyash, not ships it out. The routing is UP-CN-GLOR-CP&P. It usually arrive three times per week in blocks of seven to ten cars. The flyash comes from a coal fired power plant in either MN or WI and is used as an additive in the production of cement.
chapmaja wrote: ↑Wed Mar 20, 2024 2:56 pmMany of these cars are still to and from the Cemex plant located on the CP&P, either outbound cement or outbound flyash.
Interchange traffic with the A&MI remains steady.
Interchange traffic with the MMGN in Middleton is largely related to storage cars. GLOR uses the MMGN storage capacity for SIT traffic as well as short and long term storage of cars.
The final shortline interchange partner of the GLOR in Michigan is the ICN.
Re: Great Lakes and Ohio River Railroad
Here is a current breakdown of the GLOR's trackage and interchanges:
The Northern Division mainline runs from Toledo, Oh to Traverse City and Muskegon. It consists of three subdivisions, the Ann Arbor Subdivision, the Cadillac Subdivision and the Muskegon Subdivision. The following branches and secondary lines run off the mainline.
Ann Arbor Subdivision: Toledo to Owosso
Saline Branch - Pittsfield Jct to Saline
Lansing Branch – Ann Arbor to Lansing (via trackage rights over Amtrak AA-Jackson)
MAL Branch (Lakeland west to Pinckney and east to Whitmore Lake)
Cadillac Subdivision: Owosso to Petoskey
Oakley Branch - Owosso to Chesaning, Michigan (Service only as far as Oakley)
Middleton Branch - Ashley to Middleton.
Yuma Branch - Cadillac to Thompsonville
Traverse City Branch – Walton Jct to Traverse City (to Grawn and Willaimsburg)
Muskegon Subdivision - From San Yard (Owosso) west to Grand Rapids and Muskegon
Greenville Branch - Malta (Lowell) to Greenville
Fremont Branch - Berry Jct (North Muskegon) to Fremont.
Holland Secondary – Muskegon to Holland (Waverly Yard) – Rarely used. No customers south of Grand Haven.
The Saginaw Bay Division runs from Durand to Saginaw and eastward through the Thumb to Croswell.
The Saginaw Bay Division Consists of 3 Subdivisions, the Bay City Subdivision and the Thumb subdivision and the Vassar Subdivision.
The Bay City Subdivision mainline runs from Durand to Bay City with the following branches.
Alma Branch - Saginaw to Alma (connects to Northern Division in Alma)
The Essexville Branch - Bay City to Exxesville
The Midland Secondary - Bay City to Midland
The D&M Branch - Bay City connection to LSRC in Bay City.
The Thumb Subdivision runs from Saginaw eastward through Reese to Crosswell and has the following branches. (Uses trackage rights over Saginaw River to access Bay City Subdivision)
Kinde Branch - Bas Axe to Kinde
Ruth Branch - Palms to Ruth
The Vassar Subdivision connected to the Thumb Subdivision in Reese and has a mainline from Munger to Millington with the following branches
Gera Branch - Vassar to Gera
Caro Branch - Vassar to Caro
Brown City Branch - Vassar to Brown City.
The Lake Michigan Division runs from Elkhart to Ludington and contains the following branches
Manistee Branch - Walhall to Mainistee
Sturgis Subdivision – White Pigeon to Sturgis
Otsego Branch – Plainwell to Otsego
The Southern Division runs from Flat Rock to Cincinnati and to Indianapolis (Flat Rock to Diann and Shelbyville to Indianapolis via trackage rights)
The Southern Division contains the following subdivisions. The Southern Division interchanges with the Northern Division at Diann
Adrian Subdivision. - Riga to Adrian and to Clinton via NS trackage rights Adrian to Raisin Center
DT&I Subdivison - Flat Rock to Washington Court House, Oh
Defiance Subdivision – Woodburn, In to Liberty Center, Oh
Mason Subdivision - Mason, Oh to Monroe, Oh
Brookville Subdivision - Valley Jct, Oh and Brookville, In,
The Blue Ash Subdivision - Norwood, Oh and Brecon, Oh
Oasis Subdivision between Boathouse and Mill,
Mechanicsburg Subdivision - Springfield, Oh and Machanicsburg, Oh
Urbana Subdivision - Springfield, Oh and Bellfountaine, Oh
Midland Subdivision - Columbus, Oh to Cincinnati, Oh
CIND Subdivision- Cincinnati, Oh to Shellbyville, In (Trackage rights to Indianapolis, In)
Peavine Subdivision – Cincinnati to Otway (active to Plumb Run, storage to Otway pending STB approval)
The Western Division of the Great Lakes and Ohio River Railroad exists as a single division with no subdivisions.
The mainline runs from Crestline, Oh to Gary, Indiana with trackage rights to Blue Island, Illinois and contains the following branches
Decatur Branch - New Haven, In to Decatur, In.
Railroad Interchanges
Northern Division:
Foremans (Petoskey) : Charlevoix, Petoskey and Pellston (CP&P)
Wright Siding (Alma) : Alma and Mid-Michigan (A&MI)
Middleton : Mid Michigan (MMGN)
Penn Jct : Coopersville and Marne (C&M)
Owosso: Steam Railroading Institute (SRI)
Durand: Canadian National (CN)
AnnPere: CSX
Ann Arbor: Amtrak and Norfolk Southern – Rarely used for interchange.
Jackson: Amtrak and Norfolk Southern
Milan : Norfolk Southern
Erie Yard (Erie, Michigan) : CSX and Norfolk Southern
Ottawa Yard (Toledo) : Wheeling and Lake Erie, Canadian National, CSX and Norfolk Southern
Saginaw Bay Division:
Bay City: Lake State
Saginaw: Lake State
Clifford: Imlay City Northern
Pigeon: Imlay City Northern
Southern Division:
Flat Rock: Canadian National
Woodburn, In: Norfolk Southern
Defiance, Oh: CSX
Lima, Oh: Norfolk Southern, CSX, and Wheeling and Lake Erie
Springfield, Oh : Norfolk Southern
Middletown, Oh (Mason Subdivision): Norfolk Southern
Hageman Jct (Mason Subdivision) Lebanon Mason Monroe Railroad
Columbus, Oh (Logan Subdivision): CSX and Norfolk Southern
Logan, Oh (Logan Subdivision): Hocking Valley Scenic Railroad
Columbus, Oh (Midland Subdivision): CSX and Norfolk Southern
Cincinnati, Oh: Cincinnati Scenic Railroad, CSX and Norfolk Southern,
Lake Michigan Division:
Grand Rapids: Grand Rapids Southeastern (GRSE) and CSX
Elkhart, In : Norfolk Southern and Elkhart and Western (via NS, rarely used)
Western Division:
Crestline, Oh: CSX
Lima, Oh: Wheeling and Lake Erie, CSX and Norfolk Southern
Fort Wayne, In: Norfolk Southern
Plymouth, In : Elkhart and Western (Inactive)
Blue Island, Il : Indiana Harbor Belt
Blue Island, Il (via IHB): UP, BNSF, IAIS, CP, BRC, Canadian National, CSX and Norfolk Southern
Clearing Yard (via IHB and BRC): Wisconsin Southern
The Northern Division mainline runs from Toledo, Oh to Traverse City and Muskegon. It consists of three subdivisions, the Ann Arbor Subdivision, the Cadillac Subdivision and the Muskegon Subdivision. The following branches and secondary lines run off the mainline.
Ann Arbor Subdivision: Toledo to Owosso
Saline Branch - Pittsfield Jct to Saline
Lansing Branch – Ann Arbor to Lansing (via trackage rights over Amtrak AA-Jackson)
MAL Branch (Lakeland west to Pinckney and east to Whitmore Lake)
Cadillac Subdivision: Owosso to Petoskey
Oakley Branch - Owosso to Chesaning, Michigan (Service only as far as Oakley)
Middleton Branch - Ashley to Middleton.
Yuma Branch - Cadillac to Thompsonville
Traverse City Branch – Walton Jct to Traverse City (to Grawn and Willaimsburg)
Muskegon Subdivision - From San Yard (Owosso) west to Grand Rapids and Muskegon
Greenville Branch - Malta (Lowell) to Greenville
Fremont Branch - Berry Jct (North Muskegon) to Fremont.
Holland Secondary – Muskegon to Holland (Waverly Yard) – Rarely used. No customers south of Grand Haven.
The Saginaw Bay Division runs from Durand to Saginaw and eastward through the Thumb to Croswell.
The Saginaw Bay Division Consists of 3 Subdivisions, the Bay City Subdivision and the Thumb subdivision and the Vassar Subdivision.
The Bay City Subdivision mainline runs from Durand to Bay City with the following branches.
Alma Branch - Saginaw to Alma (connects to Northern Division in Alma)
The Essexville Branch - Bay City to Exxesville
The Midland Secondary - Bay City to Midland
The D&M Branch - Bay City connection to LSRC in Bay City.
The Thumb Subdivision runs from Saginaw eastward through Reese to Crosswell and has the following branches. (Uses trackage rights over Saginaw River to access Bay City Subdivision)
Kinde Branch - Bas Axe to Kinde
Ruth Branch - Palms to Ruth
The Vassar Subdivision connected to the Thumb Subdivision in Reese and has a mainline from Munger to Millington with the following branches
Gera Branch - Vassar to Gera
Caro Branch - Vassar to Caro
Brown City Branch - Vassar to Brown City.
The Lake Michigan Division runs from Elkhart to Ludington and contains the following branches
Manistee Branch - Walhall to Mainistee
Sturgis Subdivision – White Pigeon to Sturgis
Otsego Branch – Plainwell to Otsego
The Southern Division runs from Flat Rock to Cincinnati and to Indianapolis (Flat Rock to Diann and Shelbyville to Indianapolis via trackage rights)
The Southern Division contains the following subdivisions. The Southern Division interchanges with the Northern Division at Diann
Adrian Subdivision. - Riga to Adrian and to Clinton via NS trackage rights Adrian to Raisin Center
DT&I Subdivison - Flat Rock to Washington Court House, Oh
Defiance Subdivision – Woodburn, In to Liberty Center, Oh
Mason Subdivision - Mason, Oh to Monroe, Oh
Brookville Subdivision - Valley Jct, Oh and Brookville, In,
The Blue Ash Subdivision - Norwood, Oh and Brecon, Oh
Oasis Subdivision between Boathouse and Mill,
Mechanicsburg Subdivision - Springfield, Oh and Machanicsburg, Oh
Urbana Subdivision - Springfield, Oh and Bellfountaine, Oh
Midland Subdivision - Columbus, Oh to Cincinnati, Oh
CIND Subdivision- Cincinnati, Oh to Shellbyville, In (Trackage rights to Indianapolis, In)
Peavine Subdivision – Cincinnati to Otway (active to Plumb Run, storage to Otway pending STB approval)
The Western Division of the Great Lakes and Ohio River Railroad exists as a single division with no subdivisions.
The mainline runs from Crestline, Oh to Gary, Indiana with trackage rights to Blue Island, Illinois and contains the following branches
Decatur Branch - New Haven, In to Decatur, In.
Railroad Interchanges
Northern Division:
Foremans (Petoskey) : Charlevoix, Petoskey and Pellston (CP&P)
Wright Siding (Alma) : Alma and Mid-Michigan (A&MI)
Middleton : Mid Michigan (MMGN)
Penn Jct : Coopersville and Marne (C&M)
Owosso: Steam Railroading Institute (SRI)
Durand: Canadian National (CN)
AnnPere: CSX
Ann Arbor: Amtrak and Norfolk Southern – Rarely used for interchange.
Jackson: Amtrak and Norfolk Southern
Milan : Norfolk Southern
Erie Yard (Erie, Michigan) : CSX and Norfolk Southern
Ottawa Yard (Toledo) : Wheeling and Lake Erie, Canadian National, CSX and Norfolk Southern
Saginaw Bay Division:
Bay City: Lake State
Saginaw: Lake State
Clifford: Imlay City Northern
Pigeon: Imlay City Northern
Southern Division:
Flat Rock: Canadian National
Woodburn, In: Norfolk Southern
Defiance, Oh: CSX
Lima, Oh: Norfolk Southern, CSX, and Wheeling and Lake Erie
Springfield, Oh : Norfolk Southern
Middletown, Oh (Mason Subdivision): Norfolk Southern
Hageman Jct (Mason Subdivision) Lebanon Mason Monroe Railroad
Columbus, Oh (Logan Subdivision): CSX and Norfolk Southern
Logan, Oh (Logan Subdivision): Hocking Valley Scenic Railroad
Columbus, Oh (Midland Subdivision): CSX and Norfolk Southern
Cincinnati, Oh: Cincinnati Scenic Railroad, CSX and Norfolk Southern,
Lake Michigan Division:
Grand Rapids: Grand Rapids Southeastern (GRSE) and CSX
Elkhart, In : Norfolk Southern and Elkhart and Western (via NS, rarely used)
Western Division:
Crestline, Oh: CSX
Lima, Oh: Wheeling and Lake Erie, CSX and Norfolk Southern
Fort Wayne, In: Norfolk Southern
Plymouth, In : Elkhart and Western (Inactive)
Blue Island, Il : Indiana Harbor Belt
Blue Island, Il (via IHB): UP, BNSF, IAIS, CP, BRC, Canadian National, CSX and Norfolk Southern
Clearing Yard (via IHB and BRC): Wisconsin Southern
Last edited by chapmaja on Thu Mar 28, 2024 10:38 pm, edited 5 times in total.
Re: Great Lakes and Ohio River Railroad
August 1st, 2021 Update: GLOR has purchased the line from Hamilton to Holland from Endeavour Ag and Energy. The line will be operated via the GLOR’s Muskegon Yard on an as needed basis running over the GLOR’s trackage from Muskegon to Port Sheldon and then via trackage rights from Port Sheldon to Waverly Yard. Traffic will be interchanged with CSX in Waverly Yard or taken to Muskegon for interchange to the GLOR’s other interchange partners.
Current GLOR Regular Train Symbols – All trains are run on an as needed basis with no set schedule. Train crews may operate more than 1 train symbol per day based on the operational needs of the company.
Note: GLOR current locomotive assignment policy is all trains (excluding yard switching jobs) run within a minimum of two locomotives. Due to the age of the locomotive roster, breakdowns are always a possibility. Running with a second locomotive can allow trains to still move across the system in some manner, and provide a method for returning crippled power to the nearest year if need be.
Muskegon Subdivision – Durand to Muskegon and branches
MSK-1 : Muskegon local. Services all customers in and around Muskegon , including the Fremont Branch.
MSK-2 : Rarely operates, runs from Muskegon to Hamilton (via trackage rights between Port Sheldon and Waverly Yard). Only current customers are in Hamilton. May also be called as needed to serve customers east of Muskegon.
GR-1: Grand Rapids to Ionia Local, includes interchange with the LGV Local now based out of Lowell, which works the Greenville Branch.
LGV - Lowell to Greenville. Works the line from Lowell to Greenville as needed. Based in Lowell. Will often be run by the same crew as GR-1. GLOR built a single stall two locomotive length engine house in the Lowell Yard to house the power.
OWTN – Runs from Owosso west to Ionia (normally only as far as St. John’s). May also assist if DM/MD runs out of time enroute.
MD – Muskegon to Durand run through train. Run through taking traffic between Muskegon and Durand. Picks ups and sets out Owosso traffic in San Yard (Owosso) for Owosso based trains as well as in Lowell for LGV, and Grand Rapids for GR based trains and interchanges.
DM – Durand to Muskegon run through train. Run through taking traffic between Durand and Muskegon. Picks ups and sets out Owosso traffic in San Yard (Owosso) for Owosso based trains as well as in Lowell for LGV, and Grand Rapids for GR based trains and interchanges.
DUR-1 : Durand yard switcher. Will also service the Cohoctah Elevator as needed.
Cadillac Subdivision – Owosso to Petoskey and branches
ITH-1 –Ithaca based crew, which works local industries between Clare and Ithaca. Traffic is interchanged between ONTN and ITH at Shepherd or Alma.
OWCA – Owosso to Cadillac – Run through train between Owosso and Cadillac. Will pick up and set out cars in Ashley, Shepherd, Alma and Clare as needed.
CAOW – Cadillac to Owosso – Run through between Cadillac and Owosso. Will pick up and set out cars in Ashley, Shepherd, Alma and Clare as needed.
ONTN - Owosso North Turn - Runs from Owosso to Clare as needed providing local service.
CSTN - Cadillac to Clare Local - Provided local service from Cadillac to Clare.
OAK-1 – Owosso Oakley Branch Switcher – Services customers on Oakley Branch
MDT-1 : Ashley to Middleton local. Services customers along the line as well as interchange traffic with the MMGN in Middleton. Crew based in Owosso.
CP – Cadillac to Petoskey: Runs from Cadillac to Petoskey, interchanging cars with the CP&P at Foreman’s, local TC-1 at Walton Jct, as well as working local industries along the line.
TC-1 - Traverse City Local – Works local TC industries and runs to interchange cars with train CP at Walton Jct. Crew is based in Cadillac and will drive to TC. Operates as needed.
CT – Cadillac to Thompsonville – Runs traffic from Cadillac to Thompsonville as needed to TAWRE facility. Will also serve Yuma Sand pit if the pit does resume operations.
Northern Division – Ann Arbor Subdivision – Toledo to Durand and branches
DT: Durand to Toledo through freight – Erie Yard and Durand Yard with picks ups / set outs at the Osmer Yard.
TD: Toledo to Durand. Handles traffic between Durand Yard and Erie Yard
AA-1: Based out of the Osmer Yard, AA-1 runs from Osmer north to Howell, but normally only goes as far as the CSX interchange in AnnPere.
AA-2: Based out of the Osmer Yard, AA-2 runs south from Ann Arbor, serving the Saline Branch, NS interchange in Milan, Dundee Customers and Southern Division Interchange at Diann.
PIN-1: Pinckney to Whitmore Lake Local - Services all customers on MAL Branch. Interchanges with train AA-1 in Lakeland.
JLA – Jackson to Lansing Local – Services all customers from Jackson to Lansing including interchanges with CSX and CN in Lansing.
LAJ – Lansing to Jackson Local – Services all customers between Lansing and Jackson and builds train JATO in Jackson NS yard.
JATO – Jackson to Toledo transfer freight. Runs traffic between Jackson and Toledo, drops GLOR cars in Erie Yard before terminating in NS Airline Yard, Toledo. Carries NS traffic as well as GLOR traffic from LAJ / JLA.
Tol-1: Toledo based local switcher : Based out of Ottawa Yard. Switches AA customers in Toledo and will occasionally run as far north as Dundee as needed. Normally will also handle traffic to Temperance Yard for AA customers in the yard.
Tol-2: Toledo based local switcher, 2nd shift. Switches local industries as needed, as well as breaking down and building TD/DT trains.
Tol-3 Toledo based local switcher, 3rd shift. Switches local industries as needed and performs any yard work required in Ottawa and Erie Yards. This job normally handles traffic from Toledo to Diann for Southern Division Interchange.
Lake Michigan Division – Baldwin Subdivision - Grand Rapids to Ludington and branches
BGR: Baldwin to Grand Rapids – Baldwin to Grand Rapids North Ann Street Yard – Switches industries as needed enroute.
GRB: Grand Rapids (North Ann Street Yard) to Baldwin – Grand Rapids to Baldwin – Switches industries as needed between Grant and Baldwin enroute.
LB/BL Ludington to Baldwin and Return – Picks up and sets out traffic for MW and WM at Walhalla.
LUD-1 Ludington Yard Switcher – Switches local industries in Ludington and creates / breaks down LB and BL trains as needed.
GR-2 Grand Rapids North Local – Switches industries on the Lake Michigan Division from North Ann Street Yard north to Sparta. Based in North Ann Street Yard.
GR-3 Grand Rapids Local – Switches Local Industries between Hughart Yard and North Ann Street Yard. Transfer run between North Ann Street Yard and Wyoming Terminal and Hughart Yards.
Lake Michigan Division – Kalamazoo Subdivision – Elkhart to Grand Rapids and Branches
GRH-4 – Grand Rapids Hughart Yard Switcher – Switches all traffic in Hughart Yard. May also run interchange traffic to CSX in Wyoming Terminal.
GR-5 – Grand Rapids South Local – Grand Rapids to Kalamazoo Local
GR-6 – Grand Rapids Extra Crew – Provides coverage to all other Grand Rapids based crews on an as needed basis.
KZ1 – Kalamazoo Yard Switcher – Switches Kalamazoo Yard
KZ2 – Kalamazoo Local Industries Switcher
KZ3 – Kalamazoo to Elkhart Local- Switches industries between K’Zoo and Elkhart as needed. (Normally only works as far south as White Pigeon).
KZ4 – Kalamazoo to Grand Rapids Local – Switches industries between K’Zoo and Grand Rapids.
KZEK – Kalamazoo to Elkhart Road Train. Runs between Kalamazoo and Elkhart with pickups and set outs as needed in White Pigeon
EKKZ – Elkhart to Kalamazoo Road Train – Runs between Elkhart and K’zoo. with pickups and set outs as needed in White Pigeon.
WP-1 White Pigeon to Elkhart and return local – Works industries between White Pigeon and Elkhart.
Lake Michigan Division – Sturgis Subdivision – White Pigeon to Sturgis
WP-2 White Pigeon to Sturgis – Works all industries between White Pigeon and Sturgis.
Saginaw Bay Division – Bay City Subdivision – Durand to Bay City and Branches
BCD – Bay City to Durand. Picks up and Sets out cars in Genesee Yard (Saginaw) for Alma Branch, Thumb Subdivision and Vassar Subdivision.
DBC – Durand to Bay City. Picks up and Sets out cars in Genesee Yard (Saginaw) for Alma Branch, Thumb Subdivision and Vassar Subdivision.
SAG-1 Genesee Yard Switcher and works local customers from Saginaw to Zilwaukee.
ALM-1 Alma Local – Works all customers on the Alma Branch, including interchange with Northern Division and A&MI in Alma, and the Saginaw Bay Division mainline and LSRC in Saginaw.
BAY-1 Bay City –Midland Local – Works all customers between Bay City and Midland. Interchanges traffic as needed with LSRC in Bay City.
BAY-2 Bay City –Exxesville Local – Works all customers between Bay City and Exxesville. Interchanges cars with LSRC in Bay City as needed.
Saginaw Bay Division – Vassar Subdivision – Saginaw to Vassar and Branches
VS – Vassar to Saginaw – Takes traffic from Vassar Yard to Saginaw (Genesee Yard).
SV – Saginaw to Vassar – Takes traffic from Saginaw (Genesee Yard) to Vassar.
VAS-1 – Vassar Cluster Local – Services all customers on the Vassar Cluster. Interchanges with ICN as needed in Clifford.
Saginaw Bay Division – Thumb Subdivision – Saginaw to Croswell and Branches
SBA – Saginaw to Bad Axe – Local running between Saginaw and Bad Axe. Services customers between Saginaw and Bad Axe, as well as the ICN interchange at Pigeon.
BAS – Bad Axe to Saginaw – Local running between Bad Axe and Saginaw. Services customers between Saginaw and Bad Axe, as well as the ICN interchange at Pigeon.
BX-1 – Services line from Bad Axe to Croswell as well as branches to Kinde and Ruth.
Southern Division – Adrian Subdivision – Riga to Adrian and Clinton
ADR- 1 – Adrian Local – Works from Adrian to Clinton and Adrian to Blissfield as well as working NS interchange in Adrian. Due to track upgrades, ADR-3 is removed from symbol roster).
ADR-2 – Blissfield to Diann local. Runs from Blissfield to Petersburg Siding and Diann. Interchanges cars with the Northern Division at Diann and with the Southern Division at Petersburg Siding.
Southern Disivion - Defiance Subdivision - Woodburn, In to Liberty Center, Oh.
DEF-1 Defiance to Woodburn Indiana - Based out of Defiance. Works all customers between Defiance and Woodburn including NS interchange in Woodburn.
DEF-2 Defiance to Libery Center. Works all customers between Defiance and Liberty Center including CSX and GLOR Southern Division Interchange.
Southern Division – DT&I Subdivision –Flat Rock to Washington Court House
DFR – Delta to Flat Rock – Delta to Flat Rock local. Services the Anderson’s in Metamora, as well as interchanges with ADR-2 at Petersburg Siding, and with Northern Division at Diann enroute to Flat Rock.
FRD – Flat Rock to Delta - Services the Anderson’s in Metamora, as well as interchanges with ADR-2 at Petersburg Siding, and with Northern Division at Diann enroute to Flat Rock.
DEL-1 – Delta Local 1st shift– Service all local customers in Delta as well as doing yard switching in Delta Yard. Also, services Liberty Center Interchange with Defiance Subdivision.
DEL-2 - Delta Local 2nd shift– Service all local customers in Delta as well as doing yard switching in Delta Yard.
LD – Lima to Delta Local – Local servicing customers NB between Lima and Delta and transferring cars between Lima and Delta
DL – Delta to Lima Local – Local servicing customers SB between Delta and Lima and transferring cars between Delta and Lima.
LIM-1 – Lima first shift yard switcher. Handles yard switching and local customer service in Lima. Main task is breakdown of inbound trains and interchange traffic. Will also service local customers as time allows.
LIM-2 Lima 2nd shift yard switcher / local. 2nd shift yard switcher. Also runs interchange trains to Western Division Lima Yard and blocks cars for local industries and outbound trains.
LS – Lima to Springfield local. Handles all southbound traffic and switches southbound industries between Lima and Springfield.
SL – Springfield to Lima local. Handles all Springfield to Lima traffic and switches northbound industries between Springfield and Lima.
SPR-1 – Springfield local and yard switchers. Breaks down and builds LS /SL and WCHS / SWCH trains as well as servicing local Springfield customers and Urbana and Mechanicsburg Subdivisions.
SPR-2 – Extra train of SPR-1. Runs as needed.
SWCH – Springfield to Washington Court House. Services industries between Springfield and WCH. Blocks cars for trains servicing WCH.
WCHS - Washington Court House to Springfield. Services industries between WCH and Springfield. Blocks cars for Springfield based trains.
WCH-1 – Provides local switching service to Washington Court House industries. Also blocks cares for trains serving WCH.
CS- Cincinnati to Springfield - Cincinnati to Springfield through freight.
SC- Springfield to Cincinnati through freight.
Southern Division – Midland Subdivision – Columbus to Cincinnati and branches.
GRE-1 Greenfield to Midland City – Services customers on the Greenfield Branch. Interchanges cars with MID-1 in Midland City. Crew based in Greenfield.
MID-1 Washington Court House to Norwood Yard and Return. Services local industries and interchange with GRE-1.
MID-2 – Washington Court House to Columbus. Interchanges with CSX and NS in Columbus. Services customers between WCH and Columbus.
CIN-1 – Norwood Yard First shift yard switcher. Completes all yard switching work on the first shift. Will also run interchange traffic to CIND Subdivision, CSX and NS as needed
CIN-2 – Norwood Yard Second shift yard switcher. Completes all yard switching work on the second shift. Will also run interchange traffic to CIND Subdivision, CSX and NS as needed.
Southern Division – Oasis Subdivision
OAS-1 – Based on Norwood, works to end of Oasis subdivision and back as needed.
Southern Division – Blue Ash Subdivision
BAS-1 – Based in Norwood. Works Blue Ash Subdivision as needed.
Southern Division – Peavine Subdivision
PEA-1 Based in NS Clare Yard. Works Peavine Subdivision as needed. Runs to Norwood Yard as needed.
Southern Division – Mason Subdivision
MAS-1 – Based in NS Reed Yard in Middletown, works Mason Subdivision as needed.
Southern Division - Logan Subdivision
LOG-1 Based on Parson’s Yard, Works all customers on Logan Subdivision.
Southern Division – Brookville Subdivision
BRK-1 Brookville Local – Works Brookville local as needed.
Southern Division – CIND Subdivision
CND-1 – Based in Valley Jct Yard. Works all non-Honda traffic on CIND Subdivision including Brookville Sub interchange.
CND-2 – Valley Jct Yard switcher. Also runs traffic to Norwood, CSX and NS Yards.
AUT-1 Honda Auto plant traffic. Handles all automotive traffic from Honda plant inbound and outbound.
Western Division -
CFW – Chicago (Blue Island) to Forth Wayne Road Train. Does no switching enroute.
FWC – Fort Wayne to Chicago (Blue Island) Road Train. Does no switching enroute.
FWL – Fort Wayne to Lima Road Train . Does no switching enroute.
LFW – Lima to Fort Wayne Road train) – Does no switching enroute.
FWL – Fort Wayne to Lima – Road Train – Does no switching enroute.
FW1 – Fort Wayne Yard Switcher. Does all switching and car blocking for outbound trains.
FW2 – Fort Wayne to Valparaiso local. Switching all customers between Valparaiso and Fort Wayne.
FW-3 – Decatur Branch local – Works from Fort Wayne to Decatur.
FW-4 - Fort Wayne to Van Wert Local. Services all customers between Fort Wayne and Van Wert.
WLIM1 – Lima Yard switcher. Works all Lima Yard traffic on western division.
WLIM2 – Lima to Van Wert Local. Works west from Lima to Delphos or Van Wert serving all customers enroute.
WLIM3A- Lima East local. First shift. Works from Lima East.
WLIM3B – Lima East local, second shift. Finishes work done that WLIM3A couldn’t complete.
WLIM-4 – Lima East local to P&G plant.
Current GLOR Regular Train Symbols – All trains are run on an as needed basis with no set schedule. Train crews may operate more than 1 train symbol per day based on the operational needs of the company.
Note: GLOR current locomotive assignment policy is all trains (excluding yard switching jobs) run within a minimum of two locomotives. Due to the age of the locomotive roster, breakdowns are always a possibility. Running with a second locomotive can allow trains to still move across the system in some manner, and provide a method for returning crippled power to the nearest year if need be.
Muskegon Subdivision – Durand to Muskegon and branches
MSK-1 : Muskegon local. Services all customers in and around Muskegon , including the Fremont Branch.
MSK-2 : Rarely operates, runs from Muskegon to Hamilton (via trackage rights between Port Sheldon and Waverly Yard). Only current customers are in Hamilton. May also be called as needed to serve customers east of Muskegon.
GR-1: Grand Rapids to Ionia Local, includes interchange with the LGV Local now based out of Lowell, which works the Greenville Branch.
LGV - Lowell to Greenville. Works the line from Lowell to Greenville as needed. Based in Lowell. Will often be run by the same crew as GR-1. GLOR built a single stall two locomotive length engine house in the Lowell Yard to house the power.
OWTN – Runs from Owosso west to Ionia (normally only as far as St. John’s). May also assist if DM/MD runs out of time enroute.
MD – Muskegon to Durand run through train. Run through taking traffic between Muskegon and Durand. Picks ups and sets out Owosso traffic in San Yard (Owosso) for Owosso based trains as well as in Lowell for LGV, and Grand Rapids for GR based trains and interchanges.
DM – Durand to Muskegon run through train. Run through taking traffic between Durand and Muskegon. Picks ups and sets out Owosso traffic in San Yard (Owosso) for Owosso based trains as well as in Lowell for LGV, and Grand Rapids for GR based trains and interchanges.
DUR-1 : Durand yard switcher. Will also service the Cohoctah Elevator as needed.
Cadillac Subdivision – Owosso to Petoskey and branches
ITH-1 –Ithaca based crew, which works local industries between Clare and Ithaca. Traffic is interchanged between ONTN and ITH at Shepherd or Alma.
OWCA – Owosso to Cadillac – Run through train between Owosso and Cadillac. Will pick up and set out cars in Ashley, Shepherd, Alma and Clare as needed.
CAOW – Cadillac to Owosso – Run through between Cadillac and Owosso. Will pick up and set out cars in Ashley, Shepherd, Alma and Clare as needed.
ONTN - Owosso North Turn - Runs from Owosso to Clare as needed providing local service.
CSTN - Cadillac to Clare Local - Provided local service from Cadillac to Clare.
OAK-1 – Owosso Oakley Branch Switcher – Services customers on Oakley Branch
MDT-1 : Ashley to Middleton local. Services customers along the line as well as interchange traffic with the MMGN in Middleton. Crew based in Owosso.
CP – Cadillac to Petoskey: Runs from Cadillac to Petoskey, interchanging cars with the CP&P at Foreman’s, local TC-1 at Walton Jct, as well as working local industries along the line.
TC-1 - Traverse City Local – Works local TC industries and runs to interchange cars with train CP at Walton Jct. Crew is based in Cadillac and will drive to TC. Operates as needed.
CT – Cadillac to Thompsonville – Runs traffic from Cadillac to Thompsonville as needed to TAWRE facility. Will also serve Yuma Sand pit if the pit does resume operations.
Northern Division – Ann Arbor Subdivision – Toledo to Durand and branches
DT: Durand to Toledo through freight – Erie Yard and Durand Yard with picks ups / set outs at the Osmer Yard.
TD: Toledo to Durand. Handles traffic between Durand Yard and Erie Yard
AA-1: Based out of the Osmer Yard, AA-1 runs from Osmer north to Howell, but normally only goes as far as the CSX interchange in AnnPere.
AA-2: Based out of the Osmer Yard, AA-2 runs south from Ann Arbor, serving the Saline Branch, NS interchange in Milan, Dundee Customers and Southern Division Interchange at Diann.
PIN-1: Pinckney to Whitmore Lake Local - Services all customers on MAL Branch. Interchanges with train AA-1 in Lakeland.
JLA – Jackson to Lansing Local – Services all customers from Jackson to Lansing including interchanges with CSX and CN in Lansing.
LAJ – Lansing to Jackson Local – Services all customers between Lansing and Jackson and builds train JATO in Jackson NS yard.
JATO – Jackson to Toledo transfer freight. Runs traffic between Jackson and Toledo, drops GLOR cars in Erie Yard before terminating in NS Airline Yard, Toledo. Carries NS traffic as well as GLOR traffic from LAJ / JLA.
Tol-1: Toledo based local switcher : Based out of Ottawa Yard. Switches AA customers in Toledo and will occasionally run as far north as Dundee as needed. Normally will also handle traffic to Temperance Yard for AA customers in the yard.
Tol-2: Toledo based local switcher, 2nd shift. Switches local industries as needed, as well as breaking down and building TD/DT trains.
Tol-3 Toledo based local switcher, 3rd shift. Switches local industries as needed and performs any yard work required in Ottawa and Erie Yards. This job normally handles traffic from Toledo to Diann for Southern Division Interchange.
Lake Michigan Division – Baldwin Subdivision - Grand Rapids to Ludington and branches
BGR: Baldwin to Grand Rapids – Baldwin to Grand Rapids North Ann Street Yard – Switches industries as needed enroute.
GRB: Grand Rapids (North Ann Street Yard) to Baldwin – Grand Rapids to Baldwin – Switches industries as needed between Grant and Baldwin enroute.
LB/BL Ludington to Baldwin and Return – Picks up and sets out traffic for MW and WM at Walhalla.
LUD-1 Ludington Yard Switcher – Switches local industries in Ludington and creates / breaks down LB and BL trains as needed.
GR-2 Grand Rapids North Local – Switches industries on the Lake Michigan Division from North Ann Street Yard north to Sparta. Based in North Ann Street Yard.
GR-3 Grand Rapids Local – Switches Local Industries between Hughart Yard and North Ann Street Yard. Transfer run between North Ann Street Yard and Wyoming Terminal and Hughart Yards.
Lake Michigan Division – Kalamazoo Subdivision – Elkhart to Grand Rapids and Branches
GRH-4 – Grand Rapids Hughart Yard Switcher – Switches all traffic in Hughart Yard. May also run interchange traffic to CSX in Wyoming Terminal.
GR-5 – Grand Rapids South Local – Grand Rapids to Kalamazoo Local
GR-6 – Grand Rapids Extra Crew – Provides coverage to all other Grand Rapids based crews on an as needed basis.
KZ1 – Kalamazoo Yard Switcher – Switches Kalamazoo Yard
KZ2 – Kalamazoo Local Industries Switcher
KZ3 – Kalamazoo to Elkhart Local- Switches industries between K’Zoo and Elkhart as needed. (Normally only works as far south as White Pigeon).
KZ4 – Kalamazoo to Grand Rapids Local – Switches industries between K’Zoo and Grand Rapids.
KZEK – Kalamazoo to Elkhart Road Train. Runs between Kalamazoo and Elkhart with pickups and set outs as needed in White Pigeon
EKKZ – Elkhart to Kalamazoo Road Train – Runs between Elkhart and K’zoo. with pickups and set outs as needed in White Pigeon.
WP-1 White Pigeon to Elkhart and return local – Works industries between White Pigeon and Elkhart.
Lake Michigan Division – Sturgis Subdivision – White Pigeon to Sturgis
WP-2 White Pigeon to Sturgis – Works all industries between White Pigeon and Sturgis.
Saginaw Bay Division – Bay City Subdivision – Durand to Bay City and Branches
BCD – Bay City to Durand. Picks up and Sets out cars in Genesee Yard (Saginaw) for Alma Branch, Thumb Subdivision and Vassar Subdivision.
DBC – Durand to Bay City. Picks up and Sets out cars in Genesee Yard (Saginaw) for Alma Branch, Thumb Subdivision and Vassar Subdivision.
SAG-1 Genesee Yard Switcher and works local customers from Saginaw to Zilwaukee.
ALM-1 Alma Local – Works all customers on the Alma Branch, including interchange with Northern Division and A&MI in Alma, and the Saginaw Bay Division mainline and LSRC in Saginaw.
BAY-1 Bay City –Midland Local – Works all customers between Bay City and Midland. Interchanges traffic as needed with LSRC in Bay City.
BAY-2 Bay City –Exxesville Local – Works all customers between Bay City and Exxesville. Interchanges cars with LSRC in Bay City as needed.
Saginaw Bay Division – Vassar Subdivision – Saginaw to Vassar and Branches
VS – Vassar to Saginaw – Takes traffic from Vassar Yard to Saginaw (Genesee Yard).
SV – Saginaw to Vassar – Takes traffic from Saginaw (Genesee Yard) to Vassar.
VAS-1 – Vassar Cluster Local – Services all customers on the Vassar Cluster. Interchanges with ICN as needed in Clifford.
Saginaw Bay Division – Thumb Subdivision – Saginaw to Croswell and Branches
SBA – Saginaw to Bad Axe – Local running between Saginaw and Bad Axe. Services customers between Saginaw and Bad Axe, as well as the ICN interchange at Pigeon.
BAS – Bad Axe to Saginaw – Local running between Bad Axe and Saginaw. Services customers between Saginaw and Bad Axe, as well as the ICN interchange at Pigeon.
BX-1 – Services line from Bad Axe to Croswell as well as branches to Kinde and Ruth.
Southern Division – Adrian Subdivision – Riga to Adrian and Clinton
ADR- 1 – Adrian Local – Works from Adrian to Clinton and Adrian to Blissfield as well as working NS interchange in Adrian. Due to track upgrades, ADR-3 is removed from symbol roster).
ADR-2 – Blissfield to Diann local. Runs from Blissfield to Petersburg Siding and Diann. Interchanges cars with the Northern Division at Diann and with the Southern Division at Petersburg Siding.
Southern Disivion - Defiance Subdivision - Woodburn, In to Liberty Center, Oh.
DEF-1 Defiance to Woodburn Indiana - Based out of Defiance. Works all customers between Defiance and Woodburn including NS interchange in Woodburn.
DEF-2 Defiance to Libery Center. Works all customers between Defiance and Liberty Center including CSX and GLOR Southern Division Interchange.
Southern Division – DT&I Subdivision –Flat Rock to Washington Court House
DFR – Delta to Flat Rock – Delta to Flat Rock local. Services the Anderson’s in Metamora, as well as interchanges with ADR-2 at Petersburg Siding, and with Northern Division at Diann enroute to Flat Rock.
FRD – Flat Rock to Delta - Services the Anderson’s in Metamora, as well as interchanges with ADR-2 at Petersburg Siding, and with Northern Division at Diann enroute to Flat Rock.
DEL-1 – Delta Local 1st shift– Service all local customers in Delta as well as doing yard switching in Delta Yard. Also, services Liberty Center Interchange with Defiance Subdivision.
DEL-2 - Delta Local 2nd shift– Service all local customers in Delta as well as doing yard switching in Delta Yard.
LD – Lima to Delta Local – Local servicing customers NB between Lima and Delta and transferring cars between Lima and Delta
DL – Delta to Lima Local – Local servicing customers SB between Delta and Lima and transferring cars between Delta and Lima.
LIM-1 – Lima first shift yard switcher. Handles yard switching and local customer service in Lima. Main task is breakdown of inbound trains and interchange traffic. Will also service local customers as time allows.
LIM-2 Lima 2nd shift yard switcher / local. 2nd shift yard switcher. Also runs interchange trains to Western Division Lima Yard and blocks cars for local industries and outbound trains.
LS – Lima to Springfield local. Handles all southbound traffic and switches southbound industries between Lima and Springfield.
SL – Springfield to Lima local. Handles all Springfield to Lima traffic and switches northbound industries between Springfield and Lima.
SPR-1 – Springfield local and yard switchers. Breaks down and builds LS /SL and WCHS / SWCH trains as well as servicing local Springfield customers and Urbana and Mechanicsburg Subdivisions.
SPR-2 – Extra train of SPR-1. Runs as needed.
SWCH – Springfield to Washington Court House. Services industries between Springfield and WCH. Blocks cars for trains servicing WCH.
WCHS - Washington Court House to Springfield. Services industries between WCH and Springfield. Blocks cars for Springfield based trains.
WCH-1 – Provides local switching service to Washington Court House industries. Also blocks cares for trains serving WCH.
CS- Cincinnati to Springfield - Cincinnati to Springfield through freight.
SC- Springfield to Cincinnati through freight.
Southern Division – Midland Subdivision – Columbus to Cincinnati and branches.
GRE-1 Greenfield to Midland City – Services customers on the Greenfield Branch. Interchanges cars with MID-1 in Midland City. Crew based in Greenfield.
MID-1 Washington Court House to Norwood Yard and Return. Services local industries and interchange with GRE-1.
MID-2 – Washington Court House to Columbus. Interchanges with CSX and NS in Columbus. Services customers between WCH and Columbus.
CIN-1 – Norwood Yard First shift yard switcher. Completes all yard switching work on the first shift. Will also run interchange traffic to CIND Subdivision, CSX and NS as needed
CIN-2 – Norwood Yard Second shift yard switcher. Completes all yard switching work on the second shift. Will also run interchange traffic to CIND Subdivision, CSX and NS as needed.
Southern Division – Oasis Subdivision
OAS-1 – Based on Norwood, works to end of Oasis subdivision and back as needed.
Southern Division – Blue Ash Subdivision
BAS-1 – Based in Norwood. Works Blue Ash Subdivision as needed.
Southern Division – Peavine Subdivision
PEA-1 Based in NS Clare Yard. Works Peavine Subdivision as needed. Runs to Norwood Yard as needed.
Southern Division – Mason Subdivision
MAS-1 – Based in NS Reed Yard in Middletown, works Mason Subdivision as needed.
Southern Division - Logan Subdivision
LOG-1 Based on Parson’s Yard, Works all customers on Logan Subdivision.
Southern Division – Brookville Subdivision
BRK-1 Brookville Local – Works Brookville local as needed.
Southern Division – CIND Subdivision
CND-1 – Based in Valley Jct Yard. Works all non-Honda traffic on CIND Subdivision including Brookville Sub interchange.
CND-2 – Valley Jct Yard switcher. Also runs traffic to Norwood, CSX and NS Yards.
AUT-1 Honda Auto plant traffic. Handles all automotive traffic from Honda plant inbound and outbound.
Western Division -
CFW – Chicago (Blue Island) to Forth Wayne Road Train. Does no switching enroute.
FWC – Fort Wayne to Chicago (Blue Island) Road Train. Does no switching enroute.
FWL – Fort Wayne to Lima Road Train . Does no switching enroute.
LFW – Lima to Fort Wayne Road train) – Does no switching enroute.
FWL – Fort Wayne to Lima – Road Train – Does no switching enroute.
FW1 – Fort Wayne Yard Switcher. Does all switching and car blocking for outbound trains.
FW2 – Fort Wayne to Valparaiso local. Switching all customers between Valparaiso and Fort Wayne.
FW-3 – Decatur Branch local – Works from Fort Wayne to Decatur.
FW-4 - Fort Wayne to Van Wert Local. Services all customers between Fort Wayne and Van Wert.
WLIM1 – Lima Yard switcher. Works all Lima Yard traffic on western division.
WLIM2 – Lima to Van Wert Local. Works west from Lima to Delphos or Van Wert serving all customers enroute.
WLIM3A- Lima East local. First shift. Works from Lima East.
WLIM3B – Lima East local, second shift. Finishes work done that WLIM3A couldn’t complete.
WLIM-4 – Lima East local to P&G plant.
Last edited by chapmaja on Thu Mar 28, 2024 11:33 pm, edited 7 times in total.