Intermodal Op Session 1C Part 4 - Delivery To Reynolds Intermodal Terminal

Welcome back to the Atlantic Pacific Railroad Intermodal Op Session 1C Part 4 - Delivery to Reynolds Intermodal Terminal.

We pick up the action just outside of the terminal. Train Q160 has been dropped off on the West Harold Secondary Track. The set of MP15 switchers are at the ready. 

First move is to pick up the caboose off the end of the train.

 The crew based out of the area checks in with the engineer to make sure we're all on schedule.

Meanwhile, the engineer of and conductor of Q160 cut away from the train and head over to an open track on the east end of the secondary track.

The MP15 switchers head out to start the local move. The tower operator designates the move a s Y160 into Reynolds Intermodal Terminal. 

The crew does the run around and gets ready to hook up to the train and start the shove into the terminal

And now we begin to shove and cut the cars on tracks two, three and four...

Another shove to the terminal...

The moves are finished and the yard job is over. 

A quick stop at the yard office and they'll end this trip by parking the cars on the Warehouse lead adjacent to the Intermodal Terminal

The job is finished, the crew heads over to Meet At Ralph's as the special today is Lasagna with a Caesar Salad and followed by some Coconut Custard Pie! 

It's a wrap for Intermodal Ops 1C!

Make sure you check the finale over at John's N.Y.C.T.L. Intermodal Op Movement

Thanks for following us!

Intermodal Op Session 1C Part 3 - Intermodal Train Q160 From Chicago to Reynolds Intermodal Terminal (Via North Bergen)

Greetings followers of the Atlantic Pacific Railroad!

The action continues as we await CSX Intermodal Train Q160 from Bedford Park, IL (Chicago) to Reynolds Intermodal Terminal via North Bergen Yard.

Here's a little background and history on the North Bergen, NJ Yard: 

The North Bergen Yard is freight rail yard and intermodal terminal in North Bergen, New Jersey parallel to Tonnelle Avenue between 49th and 69th Streets. Located within the North Jersey Shared Assets Area, the facility is part of CSX Transportation (CSXT) and the origination point of its CSX River Subdivision at the southern end of the Albany Division. On its west side, the New York, Susquehanna and Western Railway (NYSW) runs the length of the yard and operates a bulk transloading operation immediately adjacent to it.

A rail right of way was laid at the foot of the western slope of the Hudson Palisades in 1859 by the Northern Railroad of New Jersey to Croxton, Jersey City, and by 1874 the Hudson Connecting Railway had parallel alignment, now part of NYSW. In 1883 the West Shore Railroad had also laid tracks. The lines travelled to Marion Junction where using the New Jersey Railroad (later the Pennsylvania (PRR)) they passed through the Bergen Hill Cut to the Pennsylvania RR Depot at Exchange Place. Passenger service passing through yard was provided by the Erie Railroad's Northern Branch, which along with NYSW for a time stopped at Susquehanna Transfer, about a half mile to the south of the yard before proceeding to the Pavonia Terminal. After 1886, and until discontinuation of service in 1959, West Shore Railroad trains travelling to and from Weehawken Terminal would join the right of way at a rail junction at the yards southern end just west of its tunnel under Bergen Hill. This tunnel was also later used by Conrail's River Line until in an agreement with New Jersey Transit the trackage was upgraded and freight shifted to the west side of the Hudson Palisades.

In this day and age, motive power is 'pooled' or 'leased' from other railroads. Sometimes it's more cost effective to have motive power run from one destination to another, and change crews at various locations. 

CSX train Q160 made a stop at Syracuse, NY to change crews and to drop off a block of it's Intermodal train from Chicago. That section will go on to Terminal Yard as Train Q160A.

While CSX isn't as nostalgic these days as some other railroads, they did leave some motive power in the previous owners paint scheme, meaning Conrail. 

The engine on this part of the Intermodal train is Conrail 6681, an SDP45 engine. 

The SDP45 was a six-axle, C-C, 3,600-horsepower (2,680 kW) road switcher diesel-electric locomotive built by General Motors' Electro-Motive Division of La Grange, Illinois. It was a passenger-hauling version of the SD45 on a stretched locomotive frame with an extended, squared-off long hood at the rear, aft of the radiators, giving space for a steam generator for passenger train heating. This steam generator placement followed the pattern set by the SDP35 and SDP40.

A few SDP45s remain in service, rebuilt to SD40-2 standards.

Train Q160 heads over from North Bergen and arrives on Track 1 at West Harold Interlocking. 

An approach signal is given and Train Q160 will take the West Harold secondary track where the local switcher will break down the train and shove the cuts into the Reynolds Intermodal Terminal.

Arriving on West Harold Secondary Track 1 - Q160!

Next up, delivery of Q160 to Reynolds Intermodal Terminal!

Intermodal Op Session 1C Part 2 - Extra Train X115 Heading to Port Newark

Greetings followers of the Atlantic Pacific Railroad!

We pick up the action with Part 2 of the Intermodal Op Session. The train is awaiting motive power to take CSX Extra X115 from the Reynolds Intermodal Yard over to Port Newark. Once in the yard, additional cars will be added and sent on to Syracuse. 

The train is parked on Secondary Track 2. This is a mid-size train and will require only one engine. 

CSX uses large 6 axle engines for heavy and long trains. For this move, CSX SD80MAC #4594 will be used to take the train over to Port Newark. 

Some facts about the SD80MAC courtesy of Wikipedia

The SD80MAC is a 5,000 horsepower (3.7 MW) C-C diesel-electric locomotive. The model uses a 20-cylinder version of EMD's 710G prime mover, and is the first diesel locomotive to use a 20-cylinder engine since EMD's SD45 and SD45-2. It introduced a wide radiator housing similar to GE Transportation locomotives and the placement of dynamic brakes at the rear of the locomotive, which is a quieter location, features that were incorporated into the SD90MAC and SD70ACe models. Key spotting difference between the SD80MAC and SD90MAC include no external rear sandbox on the SD90MAC, rear number boards, and the placement of the front numberboards (above the cab windows on the SD80MAC, on the nose on most SD90MACs). The SD80MAC also has recessed red marker lights in the nose, an identifying feature unique to Conrail locomotives, although Norfolk Southern (NS) has removed the lights on most of their former Conrail engines.

All 30 SD80MAC units built were delivered to Conrail, and the 28 production units were completed, tested, and painted at the former Pennsylvania Railroad shops in Altoona, Pennsylvania. The other two units rostered by Conrail were EMD demonstrator units that were purchased outright^[1] Many consider the SD80MAC to be the last new locomotive Conrail purchased as a truly independent railroad. In the split of Conrail, Norfolk Southern received 17 units (numbered 7200–7216) while CSX got 13 (800–812, being renumbered to 4590–4602). The former Conrail units were the first AC traction locomotives owned by Norfolk Southern, with the railroad not ordering more until late 2008 with an order of General Electric's ES44AC.

Chicago and North Western Railway ordered 15, along with Canadian Pacific, but the orders were canceled and/or changed. Conrail ordered more, but its new owners changed the order to SD70s and SD70MACs, all of which would be built at the Juniata Shops in Altoona.

In 2009, NS 7205, the final SD80MAC in Conrail's scheme, (formerly CR 4109) was repainted to Norfolk Southern's scheme. No SD80MACs remain in a Conrail color scheme.

Vale Mining of Brazil ordered a set of 7 updated locomotives designated as the SD80ACe model. These locomotives feature Tier 1 compliant 20-710G3C engines. The design is currently for export only, and these specific locomotives will run on Vale Mining's 5 ft 3 in (1,600 mm) broad gauge trackage.

CSX SD80MAC #4594 will be used to pull this train over to Port Newark. The engine is being serviced at the A.P.R.R. Richmond Hill Engine Terminal before heading over to pick up the Intermodal Train.

The engine, which was on service track 1 needed to be moved to the arrival and departure terminal track. There's no better way than to move the engine on the turntable, and align it for departure!

CSX SD80MAC Heading out of the Richmond Hill Engine Terminal to the Secondary Tracks outside of the Reynolds Intermodal Terminal and West Harold Tower

As the CSX #4594 approaches West Harold Tower, she sees an approach signal. This means the engine will be going thru some switches before arriving at its destination. Any type of large engine or vehicle, which is a thing of pride and beauty is labeled as 'She'. This engine certainly fits the bill!

CSX #4594 has arrived at the East End of the secondary tracks. Once the engine picks up the train, movement to Port Newark will be taken over by the Little Jamaica Interlocking Tower. Yes, these secondary tracks are very long to accommodate Intermodal cars, Auto Racks or mixed freight which id delivered to nearby Three Amigos Warehouse and the Oil & Gas Terminal.

CSX Extra Train X115 is cleared to depart and head over to Port Newark. Once at the yard, she'll pick up other Intermodal cars and head to Syracuse as CSX Train Q159, and then on to Chicago.

Next up, another in bound Intermodal Train from Chicago and points West!

Intermodal Op Session 1C Part 1 - Building the Train

Greetings followers of the Atlantic Pacific Railroad!

Welcome to the first Intermodal Op session on the Atlantic Pacific Railroad! We're going to do this in two parts for the outbound train that will be heading from Port Newark to Syracuse and beyond. The first part will be building the train from the Reynolds Intermodal Terminal. 

An overview of the Reynolds Intermodal Yard. Four tracks keep this terminal very busy. 

The A.P.R.R. leases engines from CSX when needed. here we see CSX MP15DC engines 1153 and 1177 working the yard. These engines will pull 3 tracks of containers out of the yard and build CSX Extra Train X115 which will head to Port Newark and then on to Syracuse. 

CSX Extra Train X115 building the intermodal train. Once put together, the train will be moved to the secondary set of tracks East of West Harold Tower. West Harold controls all movements on these tracks from the signals on the west side Little Jamaica Interlocking over to the Intermodal / Auto Rack Secondary tracks.

Here's the second set of cars being pulled out of the terminal

CSX Extra Train X115 entering secondary track 2 by West Harold Tower.

Extra X115 being pulled east on secondary track 2 

The engines are cut from the train and moved to the adjacent tracks leaving room for the engine that will take this train to Port Newark. 

Next Up will be part 2, delivering Extra Train X115 to Port Newark!

Stay Tuned!

Intermodal Ops Preparation On The Railroad

Greetings followers of the Atlantic Pacific Railroad. 

An inquiry was made to our group by John R. of N.Y.C.T.L. fame. We've done many types of moves that are specific to the Penn Central Era, hence the label of Penn Central Car Movements, or as we like to say, P.C.C.M. It was posed to do an intermodal move starting from the west and heading to the east. The uniqueness to these moves will be the era's that we model will be mixed, from Pre-Penn Central time period to the present.

This is a great opportunity for the A.P.R.R. as this one segment is not in my P.C.C.M. time period. As many of you know, I model modern, and just about every industry or move I make on the blogs do not include Intermodal, until now. The only time I run the Intermodal train is during my turn to host an operating session (which is coming up November 25th). 

My intermodal terminal is a stub end terminal with four tracks. It's named the CSX Reynolds Intermodal Terminal, after a very well-known hobbyist and friend of the A.P.R.R. was one of the first people I met from a site called Trainlife. 

An operator can bring his train in from this location and operate the 2 left switches on the other side of the peninsula, thanks in part to some creative wiring. 

It's a 4 track terminal and can handle a variety of well cars or Trailer cars.

On the A.P.R.R., equipment is loaded and unloaded from the well cars with a Mi-Jack crane. 

Mi-Jack® Products, Inc. is recognized as an industry leader and innovator in Travelift® and Translift Rubber Tired Gantry crane manufacturing, sales, service and support. Mi-Jack® is also the industry leader in providing maintenance services, inspections, repairs and parts for the Railroad, Port and Industrial equipment end-users.

The Mi-Jack crane on the layout was built and lit up by Sami B. owner of East coast Circuits www.eastcoastcircuits.com

This is a dedicated train on the A.P.R.R. The move consists of the train coming from another destination (staging) to the Intermodal Terminal. It does not go thru the yard, instead it heads directly to the area and is switched to a secondary track where the train is held while the empties are taken out. Once the tracks are clear, the train will be shoved into the terminal. 

This is where the train starts from, the lower level north staging. 

For this Intermodal Op session, we'll be using CSX train symbols. 

Q – ‘Quality’ train, as they call ‘em.

Q001-050 Intermodal Expedited (usually UPS)

Q051-Q099 Expedited Unit

Q1_ _ - Intermodal

Q2_ _ - Automotive

Q3_ _ - Northern part of the system east-west manifest

Q4_ _ - Eastern part of the system north-south manifest

Q5_ _ - Western most part of the system north-south manifest

Q6_ _ - Any direction, any corridor

Q7_ _ - Unit specialty train i.e. juice, trash, stone, etc.

There are a number of Intermodal trains that come from the North and Midwest that head East. We will use one of those symbols on the launch. 

We're ready to go. We'll have a launch this weekend from 4 other railroads starting with the L.F. & N. W. Railroad, followed by the Ralston Creek Railroad. Then on to the K.P. & W. Railroad, A.P.R.R. with a finale at the N.Y.C.T.L.


Check back this weekend!

My Ride On the Amtrak Auto Train

Greetings everyone!

While my blog is primarily model railroad related, this post documents my ride on the Amtrak Auto Train from Lorton, VA to Sanford, FL.

Since I'm in semi-retirement mode, I offered my services to my brother. He bought a car from a friend and wanted it brought down to his place in Florida. It just happens to be in the same development as our Florida place. I would have driven it down, but he didn't want to put 1300+ miles on it, and asked if I would take it down on the Auto Train. Last time I took the Auto Train was 30 years ago. This worked out well for both of us. He got the car down to his place, and I got to add 10 cartons of trains, place a case of 100 pcs. of flex track. Oh yes, I did bring down some other things we wanted for our place, and the CFO loaded up a huge duffel bag of clothing, many cans of coffee and a few other goodies.

Departure was Sunday afternoon from NJ, and I went as far as Landover, MD. I made it just in time to avoid the rain, at least for Sunday. Monday was a different story. I think the people in the Maryland area don't know how to drive! Rain was in the forecast, roads were flooded, and people forgot how to drive! A one hour ride turned into a ride closer to 2 hours!

At 10:30 AM I arrived at the Amtrak Lorton, VA station.

The line had already started, so I went to check in. I got my seat, which was coach class. Since I was solo, no need to get a roomette as the cost was crazy! Next step, some pics of the Lorton Yard!

These auto racks were not being used and were on a siding adjacent to the passenger cars. To the right of those cars is one of the CSX tracks, although I don't know what subdivision it was part of.

These are the auto racks ready to be loaded. This train going to Florida had 16 auto racks, 8 sleepers, 6 coaches, 2 lounge cars and 2 diner cars. A pair of each served the sleeper cars as well as the coach class cars.

A view of the platform and some of the Superliner passenger cars. 

This spot was my boarding location, 5311 and it was coach class car 34128.

This was one of the banners that was hanging on the windows in the train room. I thought it was pretty neat looking.

A short time later, the Lorton crew was pulling up the engines that would haul this 4,000 foot train down to Sanford.

Amtrak P42 engines 830 and 832 were backed up to the coaches. The first car next to the engine was the dining car, then lounge car and coaches. Next set was the sleepers then lounge and diner on the other end. Behind those cars are the auto racks.

As I was hanging out on the platform, bags in tow, the crew was getting ready to build the train Amtrak Engine Dash 8-40BW #516 is making the moves. 

It's a pretty neat move, and I was able to capture some footage. 

First video, is the engine coupling up to the first set of auto racks.

Next move, is the engine pulling out the auto racks.

As I was walking back to the station area, I saw this sign with some nice facts. 

Today's ride had 233 vehicles on board. 

This was one of a few trains that had the phone number on it. I thought it was different...

 Another little fact about the auto racks. Note the inside length (I L) of the auto rack, which makes these cars much longer than 90 feet! 

It's 2:40PM and it's boarding time for my car. 

I was fortunate enough to have no one sitting next to me, so I was able to stretch out and at times, railfan out the window! The train had free wi-fi, which was fine. I didn't bring the laptop since I had one at the house. I figured I could live without it, and not doing work for a day, was fine by me.

All aboard and departure at 3:54PM, 6 minutes early. 

A quick walk to the lounge to check out the car. At this time, the dining car was not open, so this will have to do..

The bartender Louis, was very friendly and had many people throughout the night very happy, and at times, very loud..

A little later was dinner, where they offered 4 choices to hit all food palates. Portions were small and the food was fine. Three dinner seatings; 5PM, 7PM, 9PM. I chose the 7PM seating and they seat you depending on the number of people in your party, up to 4 per table. I was out of there by 8PM. At that time, the train was running an hour and 10 minutes early.

The rest of the evening was spent at my seat, trying to find sleep. That was a formidable challenge. I never sleep on a plane, and the train was no exception. Whatever sleep I didn't get on the train I'll make up tonight at the house. I wound up reading some magazines, part of a book, and news articles online. 

Next day, breakfast was served starting at 6AM. Open seating, first come, first served. Coffee, fruit, cereal, cake, juice.

Arrival time in Sanford, FL was 840AM. The train is now cut in 3 sections. First cut are the auto racks which are pulled off the train and shoved past the station platform. A run around for the engine and then all racks are shoved on to the unloading tracks. Then the train is broken down in two sections as the platform for unloading and loading passengers isn't as long as the one in Lorton. Sleepers on the right side of the platform, coach cars on the left. Departure off the train was 9:05AM

A short time later, the crew heads to the first set of auto rack cars and converge on the vehicles. I received my car at 9:50AM and was on my way!

Once on the road, total drive time was a little over 3 hours to my final destination, Boynton Beach. 

This was one trip that, while I enjoyed the ride I did this 30 years ago, I have no intention of repeating this trip, not even in a sleeper car! 

Thanks for reading!