by NHV 669
Avatar: NHV 669 at the south end of the "Pompy" in White River Jct., VT on 4/29/1993. Photo by Richard Roberg.
F74265A wrote: ↑Fri Feb 17, 2023 4:09 pm Very interesting. I can see the rail infrastructure at the port itself needing an upgrade, but I'm puzzled what rail infrastructure in between Millinocket and Searsport would need upgraded to move a non-hazmat basic product like wood pellets. Maybe they want higher weight limits? Am curious to see what they apply for in the grant.The Millinocket Sub is a mess as is the Bangor Sub. CP didn't maintain the Millinocket Sub for anything higher than 10 MPH, even after CMQ footed the money to get it bumped up to 25 MPH. But I guess when you cut up the log cars and pull the switches to the other remaining customers, so you don't have to operate the line I guess its not a big deal.
Cosakita18 wrote:When CP took over they marketed Searsport fairly aggressively and there was talk of using Searsport for Canadian grain or potash exports. Is it safe to say that idea is dead? or even that CP has given up on the Bangor sub entirely?I know a certain individual will dispute what I said, since CP is one of his favorite railroads and they can do no wrong. But it certainly looks that way. Aside from the new tar transload for Northeast Paving at NMJ, CP has turned down a number of customers. ND wanted to start using the chip unloader at Lagrange and CP had no interest. Any time there is a crew shortage (which is now a normal thing, after most of the CMQ guys left for greener pastures across the river) crews are commonly pulled off the Bangor Sub. As of late CP has also relied on contractors to do patrols on the Bangor sub, since the CMQ MOW department has been depleted by Irving. Once the interchange traffic at NMJ is gone, I wouldn't be surprised if the Bangor Sub went down to 2 days a week. Have a night crew bring down G16 overnight, then the G13 crew does NMJ work during the day before heading to Searsport. Then the G16 crew recrews them at Searsport and does the local work and takes it back to NMJ and makes the pick up of the local traffic, with G13 taking them back to BVJ during the day. Considering all of the online customers are complaining about poor service for how high the rates are with the DOT and STB, if Irving got the Bangor Sub it would be a major help to the region. And with Irving getting their paper making chemicals and slurry from Searsport and where they will be exporting wood pellets soon, it would be one more part of their supply chain which could be integrated. Really it would be nice if they just bought all the way to Montreal. Even some of the CP guys are thinking the same thing, with the way that CP has reworked the operations. BVJ is a huge bottleneck these days. CP will switch and leave EMR out at the east end of the yard until they have less than a hour left and then want them to do tons of switching. There has also been issues with line ups being incorrect on CP, then when it gets to BVJ EMR has to resort the entire train so it is in the correct sequences. CP is also dropping the ball when it comes to telling EMR when they need a crew to be called. CP will give EMR a call when the east bound hits Boundary so a crew can then be on duty at BVJ two hours from that point. Then the EMR crew has to sit around for sometimes 6 hours until CP shows up.