The observations are just based on what is reported by railfans looking at a webcam of the action and reported movements at the opposite end of the yard. Maybe in the future some railfans will make more detailed reports of what cars are on each train.
Great Lakes and Ohio River Railroad
Re: Great Lakes and Ohio River Railroad
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AARR
- Incognito and Irrelevant
- Posts: 38983
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
Looking forward to it
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
The GLOR has reached another major expansion agreement in principle to greatly expand their service range. This is actually a multi-railroad agreement as the railroads will utilize trackage rights over other railroads.
The Great Lakes and Ohio River railroad is pround to announce that it has agreed to a merger agreement with the Wheeling and Lake Erie Railroad. The railroads, which currently interchange in both Toledo and Lima, Oh will now greatly expand their operational range.
The merger between companies includes the W&LE's Akron, Barberton Cluster railroad, and the trackage rights from Connellsville, PA to Hagerstown, MD over CSX, the CSX and NS trackage rights in the Cleveland area, and the trackage rights over NS from Bellevue, OH to Toledo. The last set of rights were the hold up on the deal. The original agreement indicated that if the W&LE was ever sold or terminated, the trackage rights to Toledo would cease.
In addition to a new trackage rights agreement with the NS for Bellevue to Toledo, the W&LE has agreed to reactive their trackage rights to Huron, OH. These rights, which existed from the new start up until 2019, were not renewed in 2019.
All told, the agreement will increase the GLOR's track mileage by 840 miles.
The integration of the railroads, including all trackage rights will retain the GLOR's name an corperate image, and will be completed upon the conclusion of the regulatory process, as to avoid having a Shouldn't Paint So Fast "SPSF" issue should regulators decide to oppose the merger.
The companies have already been involved in a previous project, and additional traffic expansion is already in the works, and will go forward with or without the approval of the merger. Two additional trash trains are expected to begin running on the GLOR starting in September. the TAWRE has expanded their trash storage facilities, and will begin getting additional trash trains within the next two months. One of these trains will be trash from Baltimore, MD and the second will be from Washington, D.C. The operations, run in conjunction with CSX, will see the trains operate from Washington or Baltimore, via CSX to Connellsville, PA. W&LE/GLOR crews will take over the operations from CSX forwarding the train to the TAWRE facility. It is estimated the the trains will originate in Baltimore / Washington on and Sunday and Wednesday, with an arrival at the TAWRE facility on Saturday and Wednesday.
The TAWRE facility has rapidly become a major customer for the GLOR's services, and with the additional expansion of service to the facility, the facility is now going to be operating at or near maximum capacity for inbound trash. This also means there will be increases in shipments of chemicals used in the treatment process, and additional outbound recycled materials as well.
The previously announced wheat traffic agreement between the GLOR and the W&LE is still planned when the new flour mill, which is under contrustion, reaches completion.
The Great Lakes and Ohio River railroad is pround to announce that it has agreed to a merger agreement with the Wheeling and Lake Erie Railroad. The railroads, which currently interchange in both Toledo and Lima, Oh will now greatly expand their operational range.
The merger between companies includes the W&LE's Akron, Barberton Cluster railroad, and the trackage rights from Connellsville, PA to Hagerstown, MD over CSX, the CSX and NS trackage rights in the Cleveland area, and the trackage rights over NS from Bellevue, OH to Toledo. The last set of rights were the hold up on the deal. The original agreement indicated that if the W&LE was ever sold or terminated, the trackage rights to Toledo would cease.
In addition to a new trackage rights agreement with the NS for Bellevue to Toledo, the W&LE has agreed to reactive their trackage rights to Huron, OH. These rights, which existed from the new start up until 2019, were not renewed in 2019.
All told, the agreement will increase the GLOR's track mileage by 840 miles.
The integration of the railroads, including all trackage rights will retain the GLOR's name an corperate image, and will be completed upon the conclusion of the regulatory process, as to avoid having a Shouldn't Paint So Fast "SPSF" issue should regulators decide to oppose the merger.
The companies have already been involved in a previous project, and additional traffic expansion is already in the works, and will go forward with or without the approval of the merger. Two additional trash trains are expected to begin running on the GLOR starting in September. the TAWRE has expanded their trash storage facilities, and will begin getting additional trash trains within the next two months. One of these trains will be trash from Baltimore, MD and the second will be from Washington, D.C. The operations, run in conjunction with CSX, will see the trains operate from Washington or Baltimore, via CSX to Connellsville, PA. W&LE/GLOR crews will take over the operations from CSX forwarding the train to the TAWRE facility. It is estimated the the trains will originate in Baltimore / Washington on and Sunday and Wednesday, with an arrival at the TAWRE facility on Saturday and Wednesday.
The TAWRE facility has rapidly become a major customer for the GLOR's services, and with the additional expansion of service to the facility, the facility is now going to be operating at or near maximum capacity for inbound trash. This also means there will be increases in shipments of chemicals used in the treatment process, and additional outbound recycled materials as well.
The previously announced wheat traffic agreement between the GLOR and the W&LE is still planned when the new flour mill, which is under contrustion, reaches completion.
Re: Great Lakes and Ohio River Railroad
Since someone (AARR) has asked for it, I was able to get a copy of a more detailed train list for a couple trains on the Northern Division of the GLOR.
Train TD-29 ran on July 29th with GLOR #2007 (GP38AC-2), #2009 (GP38-2), #513 (GP50) and #701 (SD35) 123 cars.
The train was blocked with 5 blocks of cars:
The first block of cars was the set out for Osmer Yard in Ann Arbor: (18 cars)
6 empty gravel hoppers for transfer to the Pinckney local.
2 chemical tank loads for the Whitmore Lake transload. (From CSX in Toledo)
3 empty flat cars for transfer to the Pontiac and Western in Lakeland (for Michigan Seemless Tube) (From NS in Toledo)
5 loaded plastic pellet cars for the Ferry Yard SIT tracks. (From BNSF in Chicago - via Western Division)
2 loaded plastic pellet cars for Rhe-Tec in Whitmore Lake (from BNSF in Chicago - via Western Division)
The second block of cars for destined for the Saginaw Bay Division: 36 cars
14 empty MOW stone hoppers for GLOR use on the Buckeye Yard Project (to ICN to Wallace Stone).
12 empty grain hoppers for ICN loading in Pigeon (from NS)
3 empty molasses tankers for Bay City (from W&LE in Toledo)
2 centerbeam empties for interchange with LSRC in Bay City (from NS, Toledo)
5 open hoppers for Mackinaw and Bay City's served Big Cut Quarry (for State of Michigan project), going to Lake State in Bay City
The third block included cars for Owosso / Durand based locals / trains (13 cars)
1 Empty Depressed Flat Car for Johnston Boiler in Ferrysburg (from W&LE in Toledo)
8 empty flour cars for King Milling in Lowell
1 Tankcar of Nitrogen Solution for the MMGN interchange (from NS in Toledo)
1 carload of cottonseed for MMGN interchange (from NS in Toledo)
2 empty fertilizer tanks for Ashley (from CSX in Toledo)
The fourth block of cars includes cars for Alma / Ithaca (13 cars)
11 empty grain hoppers for A&MI interchange (from NS in Toledo)
2 empty soybean oil tanks for Ithaca.
The final block was cars for Cadillac and Clare (43 cars)
6 carloads of glass yogurt containers for Reed City from online plant in Toledo
1 carload of corn syrup for Clare transload (from CSX in Toledo)
4 empty scrap metal gons for TAWRE (from NS in Toledo)
3 empty plastic hoppers for TAWRE (from BNSF in Chicago Via Western Division)
2 loaded chemical tank cars for TAWRE (from NS in Toledo)
1 centerbeam lumber load for Williamsburg (from UP in Chicago via Western Division)
2 empty scrap gons for Traverse City (from CSX in Toledo)
3 loaded sugar hoppers for Traverse City (from CSX in Toledo)
5 empty product gons for EJIW (from CSX in Toledo)
12 empty cement hoppers for interchange with CP&P (from NS in Toledo)
4 empty sand hoppers for Yuma / storage in Cadillac (from W&LW in Toledo)
The 123 carloads on this train is reaching near the maximum length GLOR will run on a train. GLOR's management does not like running trains over 100 cars and has a hard cap at 125 cars per train, in addition to tonnage cars. The GLOR is considering adding a second train from Durand to Toledo as traffic levels have been increasing and they have been forced to run several extras from Toledo to Durand. They are also considering reinstating previous Toledo to Bay City/Saginaw, and Toledo to Cadillac trains due to traffic volumes on the line. There may be some train operational changes coming in the near future.
Train TD-29 ran on July 29th with GLOR #2007 (GP38AC-2), #2009 (GP38-2), #513 (GP50) and #701 (SD35) 123 cars.
The train was blocked with 5 blocks of cars:
The first block of cars was the set out for Osmer Yard in Ann Arbor: (18 cars)
6 empty gravel hoppers for transfer to the Pinckney local.
2 chemical tank loads for the Whitmore Lake transload. (From CSX in Toledo)
3 empty flat cars for transfer to the Pontiac and Western in Lakeland (for Michigan Seemless Tube) (From NS in Toledo)
5 loaded plastic pellet cars for the Ferry Yard SIT tracks. (From BNSF in Chicago - via Western Division)
2 loaded plastic pellet cars for Rhe-Tec in Whitmore Lake (from BNSF in Chicago - via Western Division)
The second block of cars for destined for the Saginaw Bay Division: 36 cars
14 empty MOW stone hoppers for GLOR use on the Buckeye Yard Project (to ICN to Wallace Stone).
12 empty grain hoppers for ICN loading in Pigeon (from NS)
3 empty molasses tankers for Bay City (from W&LE in Toledo)
2 centerbeam empties for interchange with LSRC in Bay City (from NS, Toledo)
5 open hoppers for Mackinaw and Bay City's served Big Cut Quarry (for State of Michigan project), going to Lake State in Bay City
The third block included cars for Owosso / Durand based locals / trains (13 cars)
1 Empty Depressed Flat Car for Johnston Boiler in Ferrysburg (from W&LE in Toledo)
8 empty flour cars for King Milling in Lowell
1 Tankcar of Nitrogen Solution for the MMGN interchange (from NS in Toledo)
1 carload of cottonseed for MMGN interchange (from NS in Toledo)
2 empty fertilizer tanks for Ashley (from CSX in Toledo)
The fourth block of cars includes cars for Alma / Ithaca (13 cars)
11 empty grain hoppers for A&MI interchange (from NS in Toledo)
2 empty soybean oil tanks for Ithaca.
The final block was cars for Cadillac and Clare (43 cars)
6 carloads of glass yogurt containers for Reed City from online plant in Toledo
1 carload of corn syrup for Clare transload (from CSX in Toledo)
4 empty scrap metal gons for TAWRE (from NS in Toledo)
3 empty plastic hoppers for TAWRE (from BNSF in Chicago Via Western Division)
2 loaded chemical tank cars for TAWRE (from NS in Toledo)
1 centerbeam lumber load for Williamsburg (from UP in Chicago via Western Division)
2 empty scrap gons for Traverse City (from CSX in Toledo)
3 loaded sugar hoppers for Traverse City (from CSX in Toledo)
5 empty product gons for EJIW (from CSX in Toledo)
12 empty cement hoppers for interchange with CP&P (from NS in Toledo)
4 empty sand hoppers for Yuma / storage in Cadillac (from W&LW in Toledo)
The 123 carloads on this train is reaching near the maximum length GLOR will run on a train. GLOR's management does not like running trains over 100 cars and has a hard cap at 125 cars per train, in addition to tonnage cars. The GLOR is considering adding a second train from Durand to Toledo as traffic levels have been increasing and they have been forced to run several extras from Toledo to Durand. They are also considering reinstating previous Toledo to Bay City/Saginaw, and Toledo to Cadillac trains due to traffic volumes on the line. There may be some train operational changes coming in the near future.
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AARR
- Incognito and Irrelevant
- Posts: 38983
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
It’s impressive how you keep track of everything. I’m enjoying following along. Thanks for including my paper railroads. 
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
Effective July 31st, 2024, GLOR will be slightly changing the operations of the Northern Division due to the traffic levels and the GLOR's desire to keep train lengths under 100 cars per train.
GLOR has been running trains DT and TD between Durand and Toledo, where the traffic is then switched to additional trains. Due to increases in traffic to both the Saginaw Bay Division, as well as the northern end of the line in Clare / Cadillac / Ithaca some traffic has been routed off of trains DT and TD. New trains TCAD and CADT will begin running from Erie Yard (Toledo) to Cadillac. Theses trains will run in addition to the previously scheduled DT and TD, which will continue to operate as Toledo to Durand trains. GLOR management will make decisions daily as to whether to run all the traffic as a DT/TD combination or run TD and TCAD trains. The decision will be based on the amount of traffic destined for each point, as well as the volume of setout and pickup traffic on the line.
It is the current operational plan to have traffic from Toledo to the Northern Division run as follows
TD - Will set out cars for and pick up northbound cars from Osmer Yard in Ann Arbor, then will proceed north to Durand non-stop- should use a single crew. Train TD will contain the following traffic.
1) Ann Arbor based traffic, including the Pinckney area tracks and Pontiac and Western interchange traffic.
2) CN (Durand interchange) traffic
3) Saginaw Bay Division Traffic
4) Owosso area traffic (including traffic west of Owosso and Owosso to Middleton / Ashley northbound, as well as MMGN interchange)
TCAD - First crew will take train from Toledo to Durand. Second crew will take train from Durand to Cadillac with set outs and pick ups in
1) Wright Siding - Alma, including interchange with Alma and Mid Michigan. (This will include Ithaca traffic). Also handles traffic to LSRC in Saginaw.
2) Clare - Including local Clare traffic as well as traffic destined for west of Clare or Lake Michigan Division
DT - Single Crew will run from Durand to Toledo with the following pickups and setouts
1) Ann Arbor based traffic, including Pinckney area tracks and Pontiac and Western Interchange
2) Southern Division Traffic (dropped in Diann Yard)
CADT - First crew operates Cadillac to Durand, while second crew operated Durand to Toledo
1) Clare based traffic - incuding traffic going west to Lake Michigan Division
2) Wright Siding - Including interchange with Alma and Mid-Michigan and LSRC in Saginaw.
3) Southern Division Traffic (dropped in Diann Yard)
Traffic from CADT and DT for ther southern division is blocked for and dropped in Diann Yard to avoid congestion in Ottawa Yard. This traffic can also be handled via several other routings, but the prefered method is dropping these cars before going to Toledo.
Traffic between Durand and Cadillac will still be handled by trains CD and DC which will make the same setouts and pickups as needed as CADT and TCAD. CD-DC will contain mostly traffic from CN interchange and from the Muskegon area. If traffic for DC and CD is low, this train may be combined with CADT and TCAD to handle the traffic.
A quick note on operations. GLOR's Northern and Lake Michigan Divisions have the following major interchange locations, as well as several minor interchange locations (major / minor determined by carload numbers, not by importance)
Major Interchange locations
1) Elkhart - Interchange with NS for westbound traffic from Northern and Lake Michigan Divisions (including traffic destined for Chicago interchange partners, not specifically routed via GLOR's Western Division).
2) Grand Rapids - Interchange with CSX. Mainly interchange Lake Michigan Division Traffic, although some traffic from Northern Division may also be interchanged in Grand Rapids. Consists mostly of CSX westbound traffic.
3) Durand - Canadian National - interchange location for the majority of traffic from Northern, Lake Michigan and Saginaw Bay Divisions with Canadian National.
4) Flat Rock - Mostly Southern Division traffic interchange with Canadian National, although some traffic from other divisions may also be sent via Flat Rock
5) Toledo - Primary Northern Division Interchange with NS and CSX. Single Interchange location with W&LE.
6) Saginaw - Primary interchange location with LSRC. Mainly traffic from Saginaw Bay Division, although some northern division traffic may be routed to LSRC in Saginaw.
Minor Interchange locations
1) Grand Rapids- Interchanges with GRSE and Coopersville and Marne.
2) Middleton - Interchange with MMGN
3) Wright Siding / Alma - Interchange with Alma and Mid-Michigan
4) Foremans (Petosky) - Interchange with CP&P.
5) Flint / Kearsley - Interchange with LSRC (mainly Port Huron Bound traffic)
6) AnnPere - CSX (mainly unit trains routed to avoid Toledo)
7) Milan - NS interchange - secondary interchange with NS, mainly for western traffic.
Ann Arbor - Occassional NS traffic from Wayne (rarely will NS ever run traffic west to Ann Arbor - requires special coordination of traffic)
9) Pigeon - Main Imlay City Northern Interchange
Special Interchanges -
1) Clifford - Interchange with ICN for Caro bound grain shuttles and occassional other traffic
2) Wayne - GLOR / NS Hotshot autoparts run between Saline and Wayne.
How will the new trains look?
Here was an example of how the northbound traffic looked on July 31st, 2024, the first day train TCAD operated.
Train TD (Toledo to Durand) operated northbound out of Toledo with 73 cars.
Block 1a - 19 cars (Osmer Yard setout) - 6 empty gravel cars for Fyke Sand and Gravel in Pinckney, 2 gons of concrete debris for crusher at Fyke, 1 60' boxcar for the PONW interchange, 3 empty scrap gons for Whitmore Lake Recycling, 1 empty bulkhead flat for PONW interchange, 6 loaded plastic hoppers for Ferry Yard SIT.
Block 1b - 12 cars (Osmer Yard Pickup) - 9 loaded plastic hoppers from Ferry Yard SIT, 1 empty chemical tank (Whitmore Lake Transload), 1 empty chemical tank (PONW interchange, 1 bulkhead flat with metal pipe from PONW interchange.
Block 2 - 4 cars (CN Interchange) - 4 empty plasic hoppers (from Clean-Tec in Dundee)
Block 3 - 12 cars (Saginaw Bay Division) - 3 empty stone MOW cars for ICN loading at Wallace Stone, 4 empty centerbeam flats for LSRC interchange in Saginaw, 2 empty tank cars for Dow Chemical, 1 empty scrap gon for Elkton, 2 empty sugar hoppers for Bay City.
Block 4 - 38 cars for Owosso based traffic - 4 empty fertilizer tanks for Ashley, 6 grain empties for MMGN interchange, 17 sand empties for Muskegon's sand transload, 3 chemical tanks for Webb Chemical, and empty scrap gons for short term storage in Grand Rapids.
Train TCAD (Toledo to Cadillac) - operated northbound from Toledo with 94 cars
Block 1a -46 cars (Alma Setout) - 2 carloads of asphalt for Michigan Paving, 1 centerbeam lumber for Bear Truss in St. Louis, 2 empty bagged bean boxcars for A&MI interchange, 16 cars for A&MI long term storage, 25 cars of soybeans for Ithaca.
Block 1b - 3 car (Alma Pickup) - 3 carloads of stone from Big Cut Gravel
Block 2a- 11 cars (Clare Yard setout) - 8 loaded plastic pellet cars, 1 loaded lumber centerbeam, 1 loaded corn syrup tank, 1 bulkhead for wood mat transport
Block 2b - 11 cars(Clare Yard pickup) 8 carloads of scrap metal for (EJIW), 1 carload of scrap metal for TC Foundary transload, 2 centerbeam lumber load (for Williamsburg).
Block 3 - 37 cars (Cadillac based cars) - 2 load chemical tank cars, 4 loaded proane tanks for Grawn. 3 loaded chemical tanks for TAWRE, 9 empty scrap gons for TAWRE, 2 scrap recycled paper boxcar for TAWRE, 1 plasic hopper for CP&P interchange, 6 empty tank cars for Kalkaska, 11 empty cement empties for CP&P interchange.
GLOR has been running trains DT and TD between Durand and Toledo, where the traffic is then switched to additional trains. Due to increases in traffic to both the Saginaw Bay Division, as well as the northern end of the line in Clare / Cadillac / Ithaca some traffic has been routed off of trains DT and TD. New trains TCAD and CADT will begin running from Erie Yard (Toledo) to Cadillac. Theses trains will run in addition to the previously scheduled DT and TD, which will continue to operate as Toledo to Durand trains. GLOR management will make decisions daily as to whether to run all the traffic as a DT/TD combination or run TD and TCAD trains. The decision will be based on the amount of traffic destined for each point, as well as the volume of setout and pickup traffic on the line.
It is the current operational plan to have traffic from Toledo to the Northern Division run as follows
TD - Will set out cars for and pick up northbound cars from Osmer Yard in Ann Arbor, then will proceed north to Durand non-stop- should use a single crew. Train TD will contain the following traffic.
1) Ann Arbor based traffic, including the Pinckney area tracks and Pontiac and Western interchange traffic.
2) CN (Durand interchange) traffic
3) Saginaw Bay Division Traffic
4) Owosso area traffic (including traffic west of Owosso and Owosso to Middleton / Ashley northbound, as well as MMGN interchange)
TCAD - First crew will take train from Toledo to Durand. Second crew will take train from Durand to Cadillac with set outs and pick ups in
1) Wright Siding - Alma, including interchange with Alma and Mid Michigan. (This will include Ithaca traffic). Also handles traffic to LSRC in Saginaw.
2) Clare - Including local Clare traffic as well as traffic destined for west of Clare or Lake Michigan Division
DT - Single Crew will run from Durand to Toledo with the following pickups and setouts
1) Ann Arbor based traffic, including Pinckney area tracks and Pontiac and Western Interchange
2) Southern Division Traffic (dropped in Diann Yard)
CADT - First crew operates Cadillac to Durand, while second crew operated Durand to Toledo
1) Clare based traffic - incuding traffic going west to Lake Michigan Division
2) Wright Siding - Including interchange with Alma and Mid-Michigan and LSRC in Saginaw.
3) Southern Division Traffic (dropped in Diann Yard)
Traffic from CADT and DT for ther southern division is blocked for and dropped in Diann Yard to avoid congestion in Ottawa Yard. This traffic can also be handled via several other routings, but the prefered method is dropping these cars before going to Toledo.
Traffic between Durand and Cadillac will still be handled by trains CD and DC which will make the same setouts and pickups as needed as CADT and TCAD. CD-DC will contain mostly traffic from CN interchange and from the Muskegon area. If traffic for DC and CD is low, this train may be combined with CADT and TCAD to handle the traffic.
A quick note on operations. GLOR's Northern and Lake Michigan Divisions have the following major interchange locations, as well as several minor interchange locations (major / minor determined by carload numbers, not by importance)
Major Interchange locations
1) Elkhart - Interchange with NS for westbound traffic from Northern and Lake Michigan Divisions (including traffic destined for Chicago interchange partners, not specifically routed via GLOR's Western Division).
2) Grand Rapids - Interchange with CSX. Mainly interchange Lake Michigan Division Traffic, although some traffic from Northern Division may also be interchanged in Grand Rapids. Consists mostly of CSX westbound traffic.
3) Durand - Canadian National - interchange location for the majority of traffic from Northern, Lake Michigan and Saginaw Bay Divisions with Canadian National.
4) Flat Rock - Mostly Southern Division traffic interchange with Canadian National, although some traffic from other divisions may also be sent via Flat Rock
5) Toledo - Primary Northern Division Interchange with NS and CSX. Single Interchange location with W&LE.
6) Saginaw - Primary interchange location with LSRC. Mainly traffic from Saginaw Bay Division, although some northern division traffic may be routed to LSRC in Saginaw.
Minor Interchange locations
1) Grand Rapids- Interchanges with GRSE and Coopersville and Marne.
2) Middleton - Interchange with MMGN
3) Wright Siding / Alma - Interchange with Alma and Mid-Michigan
4) Foremans (Petosky) - Interchange with CP&P.
5) Flint / Kearsley - Interchange with LSRC (mainly Port Huron Bound traffic)
6) AnnPere - CSX (mainly unit trains routed to avoid Toledo)
7) Milan - NS interchange - secondary interchange with NS, mainly for western traffic.
Ann Arbor - Occassional NS traffic from Wayne (rarely will NS ever run traffic west to Ann Arbor - requires special coordination of traffic)9) Pigeon - Main Imlay City Northern Interchange
Special Interchanges -
1) Clifford - Interchange with ICN for Caro bound grain shuttles and occassional other traffic
2) Wayne - GLOR / NS Hotshot autoparts run between Saline and Wayne.
How will the new trains look?
Here was an example of how the northbound traffic looked on July 31st, 2024, the first day train TCAD operated.
Train TD (Toledo to Durand) operated northbound out of Toledo with 73 cars.
Block 1a - 19 cars (Osmer Yard setout) - 6 empty gravel cars for Fyke Sand and Gravel in Pinckney, 2 gons of concrete debris for crusher at Fyke, 1 60' boxcar for the PONW interchange, 3 empty scrap gons for Whitmore Lake Recycling, 1 empty bulkhead flat for PONW interchange, 6 loaded plastic hoppers for Ferry Yard SIT.
Block 1b - 12 cars (Osmer Yard Pickup) - 9 loaded plastic hoppers from Ferry Yard SIT, 1 empty chemical tank (Whitmore Lake Transload), 1 empty chemical tank (PONW interchange, 1 bulkhead flat with metal pipe from PONW interchange.
Block 2 - 4 cars (CN Interchange) - 4 empty plasic hoppers (from Clean-Tec in Dundee)
Block 3 - 12 cars (Saginaw Bay Division) - 3 empty stone MOW cars for ICN loading at Wallace Stone, 4 empty centerbeam flats for LSRC interchange in Saginaw, 2 empty tank cars for Dow Chemical, 1 empty scrap gon for Elkton, 2 empty sugar hoppers for Bay City.
Block 4 - 38 cars for Owosso based traffic - 4 empty fertilizer tanks for Ashley, 6 grain empties for MMGN interchange, 17 sand empties for Muskegon's sand transload, 3 chemical tanks for Webb Chemical, and empty scrap gons for short term storage in Grand Rapids.
Train TCAD (Toledo to Cadillac) - operated northbound from Toledo with 94 cars
Block 1a -46 cars (Alma Setout) - 2 carloads of asphalt for Michigan Paving, 1 centerbeam lumber for Bear Truss in St. Louis, 2 empty bagged bean boxcars for A&MI interchange, 16 cars for A&MI long term storage, 25 cars of soybeans for Ithaca.
Block 1b - 3 car (Alma Pickup) - 3 carloads of stone from Big Cut Gravel
Block 2a- 11 cars (Clare Yard setout) - 8 loaded plastic pellet cars, 1 loaded lumber centerbeam, 1 loaded corn syrup tank, 1 bulkhead for wood mat transport
Block 2b - 11 cars(Clare Yard pickup) 8 carloads of scrap metal for (EJIW), 1 carload of scrap metal for TC Foundary transload, 2 centerbeam lumber load (for Williamsburg).
Block 3 - 37 cars (Cadillac based cars) - 2 load chemical tank cars, 4 loaded proane tanks for Grawn. 3 loaded chemical tanks for TAWRE, 9 empty scrap gons for TAWRE, 2 scrap recycled paper boxcar for TAWRE, 1 plasic hopper for CP&P interchange, 6 empty tank cars for Kalkaska, 11 empty cement empties for CP&P interchange.
Last edited by chapmaja on Mon Aug 19, 2024 3:27 pm, edited 1 time in total.
Re: Great Lakes and Ohio River Railroad
There will be another small change to operations and agreements between the GLOR and another railroad.
The GLOR will be taking over freight operations, effective September 1st, 2024 for the Coopersville and Marne. Coopersville and Marne will continue to own the tracks from Penn Jct west to Coopersville, and will be paid a per car fee for service. CMRR, GLOR and Ottawa County have been in discussions about bringing a couple new customers online for the railroad. CMRR feels it may be in their best interest to operate the tourist railroad and leave the freight service to a "freight hauler." The agreement also calls for CMRR to be provided access to the GLOR's trackage in from Penn Jct to Grand Rapids and Muskegon for excusrion service. GLOR will pay CMRR a per car fee for all traffic generated by GLOR on the CMRR owned line. If the new business develops, it is estimated that the CMRR could generate far more income from GLOR's freight operations than they would operating the freight themsevles.
Next, the GLOR management is working to write a comprehnsive history of the GLOR from its earliest days purchasing the assetts of the Michigan Interstate to becoming a large regional railroad.
Additionally, the GLOR management has decided to eliminate the second roster and markings for the GLOX brand. While GLOR will remain in the leasing business, all leased locomotives / cars will now carry the GLOR symbol. This means the GLOR will now operate with only two train symbols, GLOR (railroad) and GLMX (Museum). The GLMX locomotives are all, at this time in operational condition and some have been reactived for service on the GLOR in recent months.
Finally, as part of the track work on the Middleton Branch, a new yard is being installed in Perrinton. This yard, which will have 4 tracks 1500 feet in length, will facilitate the interchange of cars between the MMGN and GLOR, as well as allow for easier handling of unit train traffic in Middleton. The yard will be located just to the north of railroad st. MMGN will be granted "free" trackage rights from Rich Rd a point 200 feet east of the yard for interchanging cars with the GLOR.
The GLOR will be taking over freight operations, effective September 1st, 2024 for the Coopersville and Marne. Coopersville and Marne will continue to own the tracks from Penn Jct west to Coopersville, and will be paid a per car fee for service. CMRR, GLOR and Ottawa County have been in discussions about bringing a couple new customers online for the railroad. CMRR feels it may be in their best interest to operate the tourist railroad and leave the freight service to a "freight hauler." The agreement also calls for CMRR to be provided access to the GLOR's trackage in from Penn Jct to Grand Rapids and Muskegon for excusrion service. GLOR will pay CMRR a per car fee for all traffic generated by GLOR on the CMRR owned line. If the new business develops, it is estimated that the CMRR could generate far more income from GLOR's freight operations than they would operating the freight themsevles.
Next, the GLOR management is working to write a comprehnsive history of the GLOR from its earliest days purchasing the assetts of the Michigan Interstate to becoming a large regional railroad.
Additionally, the GLOR management has decided to eliminate the second roster and markings for the GLOX brand. While GLOR will remain in the leasing business, all leased locomotives / cars will now carry the GLOR symbol. This means the GLOR will now operate with only two train symbols, GLOR (railroad) and GLMX (Museum). The GLMX locomotives are all, at this time in operational condition and some have been reactived for service on the GLOR in recent months.
Finally, as part of the track work on the Middleton Branch, a new yard is being installed in Perrinton. This yard, which will have 4 tracks 1500 feet in length, will facilitate the interchange of cars between the MMGN and GLOR, as well as allow for easier handling of unit train traffic in Middleton. The yard will be located just to the north of railroad st. MMGN will be granted "free" trackage rights from Rich Rd a point 200 feet east of the yard for interchanging cars with the GLOR.
Last edited by chapmaja on Sun Aug 04, 2024 12:00 pm, edited 1 time in total.
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AARR
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- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
The dry milk plant in Coopersville might be a good prospect. Some of their product is shipped overseas IIRC.
Looking forward to the complete history too.
Looking forward to the complete history too.
chapmaja wrote: ↑Sun Aug 04, 2024 11:18 amCMRR, GLOR and Ottawa County have been in discussions about bringing a couple new customers online for the railroad.
Next, the GLOR management is working to write a comprehnsive history of the GLOR from its earliest days purchasing the assetts of the Michigan Interstate to becoming a large regional railroad.
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
Added to my above post about the MMGN interchange that you might want to see.AARR wrote: ↑Sun Aug 04, 2024 11:50 amThe dry milk plant in Coopersville might be a good prospect. Some of their product is shipped overseas IIRC.
Looking forward to the complete history too.chapmaja wrote: ↑Sun Aug 04, 2024 11:18 amCMRR, GLOR and Ottawa County have been in discussions about bringing a couple new customers online for the railroad.
Next, the GLOR management is working to write a comprehnsive history of the GLOR from its earliest days purchasing the assetts of the Michigan Interstate to becoming a large regional railroad.
Also, GLOR /CMRR have looked into the dry milk business, but dry milk is actually not easy to transport, and as such, both entities have decided that at this time, the business is best left to trucks. That is not to say that additional product lines may not be developed, but currently all product lines from the facility are better suited to truck transport.
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AARR
- Incognito and Irrelevant
- Posts: 38983
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
Nice! The old arrangement was that MMGN was not permitted east of Rich Road so interchange cars had to be pushed from Carson just west of Rich Road. Wait until after GLC picked up and set out, then pull the cars back to Carson City.
chapmaja wrote: ↑Sun Aug 04, 2024 11:18 amFinally, as part of the track work on the Middleton Branch, a new yard is being installed in Perrinton. This yard, which will have 4 tracks 1500 feet in length, will facilitate the interchange of cars between the MMGN and GLOR, as well as allow for easier handling of unit train traffic in Middleton. The yard will be located just to the north of railroad st. MMGN will be granted "free" trackage rights from Rich Rd a point 200 feet east of the yard for interchanging cars with the GLOR.
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
Track work on a line, plus better management will do wonders for things like that. The yard will also help when there are loaded grain trains that need to be worked in Middleton. All in all, management felt that traffic on the line and conditions of the track warranted additional work on the line. The increased MMGN traffic was also an important factor.AARR wrote: ↑Sun Aug 04, 2024 12:29 pmNice! The old arrangement was that MMGN was not permitted east of Rich Road so interchange cars had to be pushed from Carson just west of Rich Road. Wait until after GLC picked up and set out, then pull the cars back to Carson City.chapmaja wrote: ↑Sun Aug 04, 2024 11:18 amFinally, as part of the track work on the Middleton Branch, a new yard is being installed in Perrinton. This yard, which will have 4 tracks 1500 feet in length, will facilitate the interchange of cars between the MMGN and GLOR, as well as allow for easier handling of unit train traffic in Middleton. The yard will be located just to the north of railroad st. MMGN will be granted "free" trackage rights from Rich Rd a point 200 feet east of the yard for interchanging cars with the GLOR.
Re: Great Lakes and Ohio River Railroad
History of the Great Lakes and Ohio River Railroad
1988 – Toledo and Ann Arbor Railroad (TAA) is formed when they purchase the assets of the Michigan Interstate Railroad. The railroad operates from Toledo to Ann Arbor.
1988 – TAA grants trackage rights to Conrail between Ann Arbor and Toledo. The connection is rebuilt between the Conrail line and the Ann Arbor up the hill crossing Main St. In addition, Conrail installs a 2 track yard on the north side of the Conrail Mainline for interchange between the railroads. No interchange regularly takes place.
1988 – TAA purchases Temperance Yard from the Grand Trunk, and is granted trackage rights between Ottawa Yard and Temperance Yard.
1988 – The TAA has the following interchange connections:
Ann Arbor (Osmer) – Tuscola and Saginaw Bay,
Ann Arbor (Ann Arbor Jct) – Conrail (unused for interchance, used for trackage rights trains)
Milan – Norfolk Southern
Diann – Grand Trunk Western
Toledo – CSX, NS, Conrail, and Grand Trunk Western
1989—Toledo and Ann Arbor purchases the Durand to Muskegon line from the Central Michigan Railroad after the CMGN had recently purchased the line from the Grand Trunk Western. The TAA is granted trackage rights over the Grand Trunk Western from Durand to Pitt Jct, and over the Tuscola and Saginaw Bay from Pitt Jct to Osmer.
1989 – The Toledo and Ann Arbor reopens Ferry Yard in Ann Arbor and leases 4 tracks in Durand Yard for Durand to Muskegon operations.
1991 – Toledo and Ann Arbor purchases 50% stake in the Adrian and Blissfield Railroad. The ADBF remains independent at this time.
1992 – Toledo and Ann Arbor purchases the Malta (Lowell), to Greenville line from the Mid-Michigan Railroad.
1995 – The Toledo and Ann Arbor purchases the remaining 50% stake of the Adrian and Blissfield Railroad.
1995 – The Toledo and Ann Arbor obtains trackage rights between Riga and Diann over the Grand Trunk Western.
1997 – The Toledo and Ann Arbor purchases the Grand Trunk Western’s lines south from Diann.
1997 – The Toledo and Ann Arbor merges with the Indiana and Ohio Railway and the Indiana and Ohio Railway. The railroad is rebranded as the Cincinnati, Ann Arbor and Toledo Railroad (CAAT). The CAAT retains trackage rights over CSX and NS in Ohio as part of the purchase of the Grand Trunk Ohio tracks. The railroad is split into two divisions, the Northern Division from Toledo north and the Southern Division from Diann south.
1998 – The CAAT purchases the Central Railroad of Indiana and Central Railroad of Indianapolis. CAAT obtains trackage rights from CSX to reach Indianapolis.
1998- Conrail is split between NS and CSX. CAAT applies for, but does not get access to Chicago. The only significant change is the Conrail Trackage rights are transferred to NS from Ann Arbor to Toledo.
2002- CAAT purchases the dormant State of Michigan owned line between Yuma and Thompsonville.
2004 – Central Michigan Railroad (CMGN) and the Huron and Eastern Railroad (HESR) merger under the name Huron and Eastern Railroad. At this time, the CAAT management purchases a 50% stake in the HESR. HESR will remain as an independently operated railroad at this time.
2004 – CAAT leases from CSX the line between Columbus and Cincinnati through Midland City. This line will be renamed the Midland Subdivision and connects with the DT&I subdivision of the Southern Division at Washington Court House.
2004 – CAAT purchases a controlling stake in the Chicago Fort Wayne and Eastern railroad, and absorbs the line into the CAAR railroad. This will be renamed as the Western Division and connects with the Southern Division in Lima.
2005 – CSX leases all tracks north of West Olive to the CAAT. The traffic from Muskegon is rerouted to the Durand Muskegon Line. The Grand Haven Swing Bridges gets critical infrastructure upgrades. Limited traffic still runs south of the swing bridge, including the Lake Shore Dinner Train, a tourist operation from Grand Haven to West Olive and Return.
2005- CSX leases to the CAAT, all lines north of Grand Rapids. These lines will become the Lake Michigan Division of the CAAT.
2005 – CAAT builds a new yard north of Ann St in Grand Rapids for CSX interchange traffic. The yard is designated Turner St. Yard. Ann St. Yard will remain in place for traffic from the Muskegon area and Durand.
2006 – The Tuscola and Saginaw Bay Railroad is sold to the CAAT. CAAT immediately changes the name of the railroad to the Great Lakes and Ohio River Railroad (GLOR). GLOR expands the interchange tracks at Osmer from 2 tracks to 8 tracks and designates the yard Osmer Yard. Ferry Yard in Ann Arbor is closed for the second time.
2008 – The HESR, which has been 50% owned by the GLOR for 4 years is fully integrated into the GLOR. In addition, the GLOR purchases the Paines to Alma portion of the Mid-Michigan Railroad (MMRR). Contract negotiation rights are granted to CSX / LSRC for all customers between Paines and Alma as port of the settlement of complaints.
2010 – The GLOR sells the Central Railroad of Indianapolis to the Toledo, Peoria and Western, but retains trackage rights to Indianapolis.
2010 – The GLOR leases the Peavine Line from Clare Yard to Winchester, Oh.
2010 – GLOR leases from NS the trackage between Jackson and Lansing. The line will be operated as part of the Northern Division. GLOR will operate a pair of trains from Toledo to Jackson over the NS line from Ann Arbor to Jackson.
2011 – The Electrolux Plant in Greenville closes, ending the vast majority of traffic on the Greenville Branch. GLOR has no plants to abandon the tracks from Lowell to Greenville.
2012 – GLOR takes control of the “Worst Track in the World, the Maumee and Western Railroad. The line was in such bad shape, operations were limited to avoid OOS track.
2012 – The State of Michigan purchases the Michigan Line from Norfolk Southern. Due to pending upgrades on the line, GLOR purchases engines from NS for use on the line.
2013 – Due to space constraints, GLOR purchases from CSX a plot of property which will be rebuilt to house a railyard. The property once housed a PM yard for Toledo bound traffic.
2014-Ottawa Yard in Erie, MI opens for service. This will become the primary Toledo area yard for the GLOR.
2014- The former Michigan Air Line from Lakeland to Pinckney is reinstalled. In addition, GLOR upgrades the remaining line, operated by the Pontiac and Western east to a property in the Zander Industrial Plaza. This will facilitate transfer of cars from the PONW being interchanged with the GLOR at Lakeland.
2015 – GLOR begins rebuilding the line from Raisin Center to Clinton for operations. A connecting track at Raisin Center to the NS line is established. GLOR will be granted trackage right from NS in Adrian to Raisin Center.
2015 – Ferry Yard in Ann Arbor reopens again, this time as a SIT yard.
2016 – Operations begin on the Clinton Branch of the railroad. Railroad currently limits trains to 5 cars plus one locomotive due to track conditions.
2016 – Discussions begin about reinstalling the Clare –Baldwin line to provide access Potash traffic.
2016- Sugar beet traffic is lost from the GLOR at the conclusion of the season. It will later return. The hoppers are sold to the ICN for stone service, but will later be repurchased for sugar beet service.
2017 – Pinckney Branch opens between Pinckney and Lakeland. GLOR begins operations over PONW from Lakeland to Whitmore Lake and interchanges cars with the PONW in Whitmore Lake.
2017 – GLOR purchases the former site of the Lima Locomotive Works for the railroads new engine maintenance and repair facility, as well as the GLOR railroad Museum.
2018- GLOR and CP introduce intermodal service to Ohio via the Blue Grass Farms Facility. CP runs trains via the western division to Lima where they head south on the DT&I subdivision to Blue Grass Farms.
2018 – GLOR purchases the Grand Elk railroad. GLOR now interchanges with NS in 4 locations, Elkhart, Toledo, Milan and Adrian. The Kalamazoo to Grand Rapids line is included in the Lake Michigan Division. Many GLOR Grand Rapids operations eventually move to Hughart Yard.
2018- GLOR takes over as the exclusive railroad provider for all traffic north of the Grand River in Grand Rapids.
2018- A proposed intermodal terminal in northern Michigan operated jointly with LSRC falls through.
2018 –Approval is granted for the TAWRE facility in Thompsonville. This will eventually become the GLOR’s single largest customer by carload volume.
2019 – The Defiance Subdivision is connected to the rest of the Southern Division in Liberty Center. Additionally, the Defiance Subdivision is finally repaired enough to link the two segments, which had been OOS due to track conditions.
2019 – East Jordon Iron Works begins rail service from their Elmira Facility.
2019 – MDOT and GLOR announce the reinstallation of the Clare Baldwin segment, which was removed by CSX in the late 1980’s. The segment will contain both rail service and a public access trail.
2019 – ZFS opens a grain elevator in Ithaca and work continues on a soybean processing plant on site which is scheduled to open in late 2019.
2020 – GLOR purchases the Michigan Southern from Three Rivers to Sturgis and renames it the Sturgis Subdivision.
2020 – GLOR closes on a property purchase for a railcar rebuilding and repair facility in Delta, Oh.
2021 – TAWRE in Thompsonville is up and running, bringing in trash from out of state / country, and producing energy, recyclable plastic and metal.
2021 – GLOR begins expansion of the yards in Cadillac to accommodate the increased traffic volume from the northern end of the railroads.
2021 – GLOR purchases the line from Hamilton to Holland from Endeavour Ag and Energy. This will be operated by a crew from Muskegon using trackage rights from West Olive to Holland. Service will be on a very as needed basis.
2022 – Majority of Defiance Subdivision is now back up to Class 1 Standards.
2022 – GLOR takes over from NS operations on the Amtrak Michigan line from Ann Arbor to Kalamazoo. NS retains operational rights from Ann Arbor to Dearborn and west of Kalamazoo. GLOR gains trackage rights to Wayne.
2022- GLOR leases from NS, additional trackage on the Defiance Subdivision from Woodburn to I469 in Fort Wayne. This adds three customers to the GLOR’s service list. GLOR also gains trackage rights from I496 to NS’s East Wayne Yard and from East Wayne Yard to the GLOR’s Western Division Fort Wayne Yard.
2022- The Baldwin –Clare reconstruction has been approved and construction starts. The line will be expected to open by March 2024.
2022- Football Specials return to the railroad after nearly 70 years. These are operated in conjunction with the Steam Railroading Institute.
2022- Sugar Beet traffic will return to the GLOR after being lost in 2016. Only 1 location will be used for the 2022 fall season as a test, but further expansion may occur. ICN’s stone hoppers are leased for the service.
2022- Yard tracks which have long been out of service in Durand are repaired, reballasted and reactivated due to increased traffic volumes through the yard.
2022- The Delta Car manufacturing and repair facility property has been purchased and graded. The unused tracks at the west end of Delta Yard are reactivated for service.
2022- Cadillac Yard expansion is ongoing. Due to the layout of tracks in Cadillac, and increased traffic volumes, service from Cadillac and be a bit challenging.
2022- GLOR adds a wye track in the SW Quadrant at Diann. This allows trains from Toledo to access the Southern Division without having to make back up moves.
2023- GLOR has taken over as the contract switcher for Dow Chemical in Midland.
2023- GLOR opens a Transload facility in Clare, at the north end of the Clare Yard. This facility will Transload non-plastic materials. Plastic materials remain transloaded at the existing facility.
2023- GLOR purchases the Indiana Northeastern Railroad. This line will remain operated as a distinct unit, the INER division, for the foreseeable future. GLOR negotiates trackage rights over NS from Montpelier, OH to Milan, MI. These will finally be granted effective 8-1-2024
2023- GLOR purchases the Camp Chase Railroad around Columbus, OH. This purchase adds an additional subdivision to the growing Columbus area traffic. Currently, all traffic in Columbus operated via trackage rights to CSX and NS yards in town.
2023- Construction begins on the GLOR’s Whitmore Lake Transload, located on the former Hoover property west of US-23.
2023- The sand pit at Yuma resumes operations after several years of closure. They will be providing 20-30 carloads per week of sand for the railroad.
2023- The TAWRE facility expands operations, increasing the volume of inbound trash and as a result the volume of inbound treatment chemicals and outbound recyclable materials.
2023- Service to the Karn generating plant in Exxesville ceases as the plant is closed down.
2023- WATCO and the GLOR reach a merger agreement. WATCO gains a 25% stake in the GLOR, while the GLOR adds the Kanawha River Railroad from Columbus east into West Virginia.
2023-GLOR purchases a portion of the old Buckeye Yard and will construct a yard for their Columbus area operations. Trackage rights are secured over NS and CSX to access Buckeye Yard from GLOR’s trackage. The yard had seen all tracks removed, so the yard will be a complete reconstruction.
2023- GLOR announces an agreement with CSX for transportation of Christmas Trees from the Cadillac area to multiple locations via container. This service is expected to being in 2025.
2023- GLOR purchases the long dormant section of tracks from Coldwater to Sturgis. This line, purchased by a local businessman, was designated for abandonment in 2012, but was saved only to sit in the weeds unused until his death. His family only found out about the property following his death, and had no interest in owning the property. The line will eventually be rehabilitated to connect the White Pigeon Subdivision with the INER Division.
2023- Sugar Beet operations resume in an expanded format for the 2023 harvest.
2023- GLOR car repair and manufacturing facility opens in Delta, Oh.
2023- Multiple football specials are run without a hitch. The plan is to continue and possibly expand the football specials in future years.
2024 – GLOR has been power short and has been purchasing large numbers of locomotives from other railroads or leasing companies.
2024- The Clare-Baldwin line reopens for service on February, 5th, 2024.
2024- The GLOR purchases the Elkhart and Western Railroad’s Elkhart and Argos Branches.
2024- The Anchor Hocking Shuttle service, which had terminated several years previous, is reactivated with newly produced 86’ers from the Delta Cars Shops.
2024- GLOR purchases 57 ICN open hoppers which had been leased for sugar beet service the previous two seasons.
2024-GLOR purchases from CSX, the Port Huron Subdivision from Port Huron to St. Clair. GLOR obstains trackage rights over CN from Durand to Port Huron and obtains the right to interchange with Lake State in Flint.
2024-GLOR purchases the derelict Port Huron Roundhouse with the intention of rebuilding it and housing a railroad museum on the site.
2024-It is announced that a new biodiesel production plant will be built in Avoca, in conjunction with expansion of the DTE Greenwood Energy Facility. The plant will be located on the long dormant section of tracks which the GLOR will rehabilitate for owner DTE.
2024- TAWRE service expands again, creating more inbound units trains chemicals and more outbound recyclable materials.
2024 – GLOR Purchases ILCX, but will continue ILCX operations as a distinct entity.
2024- GLOR expands and passing siding near Ferry Yard in Ann Arbor. The office building is relocated to the museum property in Lima.
2024- GLOR institutes a pair of short haul shuttles with Class 1 Partners. NS and GLOR agree to a short haul Saline to Wayne run for traffic from Forvia in Saline to Ford in Wayne. Additionally CSX and GLOR agree to a short haul shuttle between Autokinition in Plymouth and the Toledo Jeep plant.
2024 – GLOR takes control off the Grand Elk’s UP lines from Trout Lake to Munising. This is effective 8-1-2024. GLOR also purchases a right to operate from WATCO’s FOXY lines from White Pine into Wisconsin. The line is in very poor shape and would require significant rehabilitation.
2024-GLOR become a partner in the merger of the Agawa Canyon Railway and the Huron Central Railway. The new line, running north and east from SSM, ONT will access CP in Franz and Sudbury and CN in SSM and Oba. Additionally, GLOR will have trackage rights over CN from SSM to Trout Lake.
2024 – GLOR leases the L’Anse Subdivision from CN. The subdivision runs from L’Anse east to Humboldt Jct, and includes trackage rights over the Mineral Range from Humboldt Jct to Euclid Yard.
1988 – Toledo and Ann Arbor Railroad (TAA) is formed when they purchase the assets of the Michigan Interstate Railroad. The railroad operates from Toledo to Ann Arbor.
1988 – TAA grants trackage rights to Conrail between Ann Arbor and Toledo. The connection is rebuilt between the Conrail line and the Ann Arbor up the hill crossing Main St. In addition, Conrail installs a 2 track yard on the north side of the Conrail Mainline for interchange between the railroads. No interchange regularly takes place.
1988 – TAA purchases Temperance Yard from the Grand Trunk, and is granted trackage rights between Ottawa Yard and Temperance Yard.
1988 – The TAA has the following interchange connections:
Ann Arbor (Osmer) – Tuscola and Saginaw Bay,
Ann Arbor (Ann Arbor Jct) – Conrail (unused for interchance, used for trackage rights trains)
Milan – Norfolk Southern
Diann – Grand Trunk Western
Toledo – CSX, NS, Conrail, and Grand Trunk Western
1989—Toledo and Ann Arbor purchases the Durand to Muskegon line from the Central Michigan Railroad after the CMGN had recently purchased the line from the Grand Trunk Western. The TAA is granted trackage rights over the Grand Trunk Western from Durand to Pitt Jct, and over the Tuscola and Saginaw Bay from Pitt Jct to Osmer.
1989 – The Toledo and Ann Arbor reopens Ferry Yard in Ann Arbor and leases 4 tracks in Durand Yard for Durand to Muskegon operations.
1991 – Toledo and Ann Arbor purchases 50% stake in the Adrian and Blissfield Railroad. The ADBF remains independent at this time.
1992 – Toledo and Ann Arbor purchases the Malta (Lowell), to Greenville line from the Mid-Michigan Railroad.
1995 – The Toledo and Ann Arbor purchases the remaining 50% stake of the Adrian and Blissfield Railroad.
1995 – The Toledo and Ann Arbor obtains trackage rights between Riga and Diann over the Grand Trunk Western.
1997 – The Toledo and Ann Arbor purchases the Grand Trunk Western’s lines south from Diann.
1997 – The Toledo and Ann Arbor merges with the Indiana and Ohio Railway and the Indiana and Ohio Railway. The railroad is rebranded as the Cincinnati, Ann Arbor and Toledo Railroad (CAAT). The CAAT retains trackage rights over CSX and NS in Ohio as part of the purchase of the Grand Trunk Ohio tracks. The railroad is split into two divisions, the Northern Division from Toledo north and the Southern Division from Diann south.
1998 – The CAAT purchases the Central Railroad of Indiana and Central Railroad of Indianapolis. CAAT obtains trackage rights from CSX to reach Indianapolis.
1998- Conrail is split between NS and CSX. CAAT applies for, but does not get access to Chicago. The only significant change is the Conrail Trackage rights are transferred to NS from Ann Arbor to Toledo.
2002- CAAT purchases the dormant State of Michigan owned line between Yuma and Thompsonville.
2004 – Central Michigan Railroad (CMGN) and the Huron and Eastern Railroad (HESR) merger under the name Huron and Eastern Railroad. At this time, the CAAT management purchases a 50% stake in the HESR. HESR will remain as an independently operated railroad at this time.
2004 – CAAT leases from CSX the line between Columbus and Cincinnati through Midland City. This line will be renamed the Midland Subdivision and connects with the DT&I subdivision of the Southern Division at Washington Court House.
2004 – CAAT purchases a controlling stake in the Chicago Fort Wayne and Eastern railroad, and absorbs the line into the CAAR railroad. This will be renamed as the Western Division and connects with the Southern Division in Lima.
2005 – CSX leases all tracks north of West Olive to the CAAT. The traffic from Muskegon is rerouted to the Durand Muskegon Line. The Grand Haven Swing Bridges gets critical infrastructure upgrades. Limited traffic still runs south of the swing bridge, including the Lake Shore Dinner Train, a tourist operation from Grand Haven to West Olive and Return.
2005- CSX leases to the CAAT, all lines north of Grand Rapids. These lines will become the Lake Michigan Division of the CAAT.
2005 – CAAT builds a new yard north of Ann St in Grand Rapids for CSX interchange traffic. The yard is designated Turner St. Yard. Ann St. Yard will remain in place for traffic from the Muskegon area and Durand.
2006 – The Tuscola and Saginaw Bay Railroad is sold to the CAAT. CAAT immediately changes the name of the railroad to the Great Lakes and Ohio River Railroad (GLOR). GLOR expands the interchange tracks at Osmer from 2 tracks to 8 tracks and designates the yard Osmer Yard. Ferry Yard in Ann Arbor is closed for the second time.
2008 – The HESR, which has been 50% owned by the GLOR for 4 years is fully integrated into the GLOR. In addition, the GLOR purchases the Paines to Alma portion of the Mid-Michigan Railroad (MMRR). Contract negotiation rights are granted to CSX / LSRC for all customers between Paines and Alma as port of the settlement of complaints.
2010 – The GLOR sells the Central Railroad of Indianapolis to the Toledo, Peoria and Western, but retains trackage rights to Indianapolis.
2010 – The GLOR leases the Peavine Line from Clare Yard to Winchester, Oh.
2010 – GLOR leases from NS the trackage between Jackson and Lansing. The line will be operated as part of the Northern Division. GLOR will operate a pair of trains from Toledo to Jackson over the NS line from Ann Arbor to Jackson.
2011 – The Electrolux Plant in Greenville closes, ending the vast majority of traffic on the Greenville Branch. GLOR has no plants to abandon the tracks from Lowell to Greenville.
2012 – GLOR takes control of the “Worst Track in the World, the Maumee and Western Railroad. The line was in such bad shape, operations were limited to avoid OOS track.
2012 – The State of Michigan purchases the Michigan Line from Norfolk Southern. Due to pending upgrades on the line, GLOR purchases engines from NS for use on the line.
2013 – Due to space constraints, GLOR purchases from CSX a plot of property which will be rebuilt to house a railyard. The property once housed a PM yard for Toledo bound traffic.
2014-Ottawa Yard in Erie, MI opens for service. This will become the primary Toledo area yard for the GLOR.
2014- The former Michigan Air Line from Lakeland to Pinckney is reinstalled. In addition, GLOR upgrades the remaining line, operated by the Pontiac and Western east to a property in the Zander Industrial Plaza. This will facilitate transfer of cars from the PONW being interchanged with the GLOR at Lakeland.
2015 – GLOR begins rebuilding the line from Raisin Center to Clinton for operations. A connecting track at Raisin Center to the NS line is established. GLOR will be granted trackage right from NS in Adrian to Raisin Center.
2015 – Ferry Yard in Ann Arbor reopens again, this time as a SIT yard.
2016 – Operations begin on the Clinton Branch of the railroad. Railroad currently limits trains to 5 cars plus one locomotive due to track conditions.
2016 – Discussions begin about reinstalling the Clare –Baldwin line to provide access Potash traffic.
2016- Sugar beet traffic is lost from the GLOR at the conclusion of the season. It will later return. The hoppers are sold to the ICN for stone service, but will later be repurchased for sugar beet service.
2017 – Pinckney Branch opens between Pinckney and Lakeland. GLOR begins operations over PONW from Lakeland to Whitmore Lake and interchanges cars with the PONW in Whitmore Lake.
2017 – GLOR purchases the former site of the Lima Locomotive Works for the railroads new engine maintenance and repair facility, as well as the GLOR railroad Museum.
2018- GLOR and CP introduce intermodal service to Ohio via the Blue Grass Farms Facility. CP runs trains via the western division to Lima where they head south on the DT&I subdivision to Blue Grass Farms.
2018 – GLOR purchases the Grand Elk railroad. GLOR now interchanges with NS in 4 locations, Elkhart, Toledo, Milan and Adrian. The Kalamazoo to Grand Rapids line is included in the Lake Michigan Division. Many GLOR Grand Rapids operations eventually move to Hughart Yard.
2018- GLOR takes over as the exclusive railroad provider for all traffic north of the Grand River in Grand Rapids.
2018- A proposed intermodal terminal in northern Michigan operated jointly with LSRC falls through.
2018 –Approval is granted for the TAWRE facility in Thompsonville. This will eventually become the GLOR’s single largest customer by carload volume.
2019 – The Defiance Subdivision is connected to the rest of the Southern Division in Liberty Center. Additionally, the Defiance Subdivision is finally repaired enough to link the two segments, which had been OOS due to track conditions.
2019 – East Jordon Iron Works begins rail service from their Elmira Facility.
2019 – MDOT and GLOR announce the reinstallation of the Clare Baldwin segment, which was removed by CSX in the late 1980’s. The segment will contain both rail service and a public access trail.
2019 – ZFS opens a grain elevator in Ithaca and work continues on a soybean processing plant on site which is scheduled to open in late 2019.
2020 – GLOR purchases the Michigan Southern from Three Rivers to Sturgis and renames it the Sturgis Subdivision.
2020 – GLOR closes on a property purchase for a railcar rebuilding and repair facility in Delta, Oh.
2021 – TAWRE in Thompsonville is up and running, bringing in trash from out of state / country, and producing energy, recyclable plastic and metal.
2021 – GLOR begins expansion of the yards in Cadillac to accommodate the increased traffic volume from the northern end of the railroads.
2021 – GLOR purchases the line from Hamilton to Holland from Endeavour Ag and Energy. This will be operated by a crew from Muskegon using trackage rights from West Olive to Holland. Service will be on a very as needed basis.
2022 – Majority of Defiance Subdivision is now back up to Class 1 Standards.
2022 – GLOR takes over from NS operations on the Amtrak Michigan line from Ann Arbor to Kalamazoo. NS retains operational rights from Ann Arbor to Dearborn and west of Kalamazoo. GLOR gains trackage rights to Wayne.
2022- GLOR leases from NS, additional trackage on the Defiance Subdivision from Woodburn to I469 in Fort Wayne. This adds three customers to the GLOR’s service list. GLOR also gains trackage rights from I496 to NS’s East Wayne Yard and from East Wayne Yard to the GLOR’s Western Division Fort Wayne Yard.
2022- The Baldwin –Clare reconstruction has been approved and construction starts. The line will be expected to open by March 2024.
2022- Football Specials return to the railroad after nearly 70 years. These are operated in conjunction with the Steam Railroading Institute.
2022- Sugar Beet traffic will return to the GLOR after being lost in 2016. Only 1 location will be used for the 2022 fall season as a test, but further expansion may occur. ICN’s stone hoppers are leased for the service.
2022- Yard tracks which have long been out of service in Durand are repaired, reballasted and reactivated due to increased traffic volumes through the yard.
2022- The Delta Car manufacturing and repair facility property has been purchased and graded. The unused tracks at the west end of Delta Yard are reactivated for service.
2022- Cadillac Yard expansion is ongoing. Due to the layout of tracks in Cadillac, and increased traffic volumes, service from Cadillac and be a bit challenging.
2022- GLOR adds a wye track in the SW Quadrant at Diann. This allows trains from Toledo to access the Southern Division without having to make back up moves.
2023- GLOR has taken over as the contract switcher for Dow Chemical in Midland.
2023- GLOR opens a Transload facility in Clare, at the north end of the Clare Yard. This facility will Transload non-plastic materials. Plastic materials remain transloaded at the existing facility.
2023- GLOR purchases the Indiana Northeastern Railroad. This line will remain operated as a distinct unit, the INER division, for the foreseeable future. GLOR negotiates trackage rights over NS from Montpelier, OH to Milan, MI. These will finally be granted effective 8-1-2024
2023- GLOR purchases the Camp Chase Railroad around Columbus, OH. This purchase adds an additional subdivision to the growing Columbus area traffic. Currently, all traffic in Columbus operated via trackage rights to CSX and NS yards in town.
2023- Construction begins on the GLOR’s Whitmore Lake Transload, located on the former Hoover property west of US-23.
2023- The sand pit at Yuma resumes operations after several years of closure. They will be providing 20-30 carloads per week of sand for the railroad.
2023- The TAWRE facility expands operations, increasing the volume of inbound trash and as a result the volume of inbound treatment chemicals and outbound recyclable materials.
2023- Service to the Karn generating plant in Exxesville ceases as the plant is closed down.
2023- WATCO and the GLOR reach a merger agreement. WATCO gains a 25% stake in the GLOR, while the GLOR adds the Kanawha River Railroad from Columbus east into West Virginia.
2023-GLOR purchases a portion of the old Buckeye Yard and will construct a yard for their Columbus area operations. Trackage rights are secured over NS and CSX to access Buckeye Yard from GLOR’s trackage. The yard had seen all tracks removed, so the yard will be a complete reconstruction.
2023- GLOR announces an agreement with CSX for transportation of Christmas Trees from the Cadillac area to multiple locations via container. This service is expected to being in 2025.
2023- GLOR purchases the long dormant section of tracks from Coldwater to Sturgis. This line, purchased by a local businessman, was designated for abandonment in 2012, but was saved only to sit in the weeds unused until his death. His family only found out about the property following his death, and had no interest in owning the property. The line will eventually be rehabilitated to connect the White Pigeon Subdivision with the INER Division.
2023- Sugar Beet operations resume in an expanded format for the 2023 harvest.
2023- GLOR car repair and manufacturing facility opens in Delta, Oh.
2023- Multiple football specials are run without a hitch. The plan is to continue and possibly expand the football specials in future years.
2024 – GLOR has been power short and has been purchasing large numbers of locomotives from other railroads or leasing companies.
2024- The Clare-Baldwin line reopens for service on February, 5th, 2024.
2024- The GLOR purchases the Elkhart and Western Railroad’s Elkhart and Argos Branches.
2024- The Anchor Hocking Shuttle service, which had terminated several years previous, is reactivated with newly produced 86’ers from the Delta Cars Shops.
2024- GLOR purchases 57 ICN open hoppers which had been leased for sugar beet service the previous two seasons.
2024-GLOR purchases from CSX, the Port Huron Subdivision from Port Huron to St. Clair. GLOR obstains trackage rights over CN from Durand to Port Huron and obtains the right to interchange with Lake State in Flint.
2024-GLOR purchases the derelict Port Huron Roundhouse with the intention of rebuilding it and housing a railroad museum on the site.
2024-It is announced that a new biodiesel production plant will be built in Avoca, in conjunction with expansion of the DTE Greenwood Energy Facility. The plant will be located on the long dormant section of tracks which the GLOR will rehabilitate for owner DTE.
2024- TAWRE service expands again, creating more inbound units trains chemicals and more outbound recyclable materials.
2024 – GLOR Purchases ILCX, but will continue ILCX operations as a distinct entity.
2024- GLOR expands and passing siding near Ferry Yard in Ann Arbor. The office building is relocated to the museum property in Lima.
2024- GLOR institutes a pair of short haul shuttles with Class 1 Partners. NS and GLOR agree to a short haul Saline to Wayne run for traffic from Forvia in Saline to Ford in Wayne. Additionally CSX and GLOR agree to a short haul shuttle between Autokinition in Plymouth and the Toledo Jeep plant.
2024 – GLOR takes control off the Grand Elk’s UP lines from Trout Lake to Munising. This is effective 8-1-2024. GLOR also purchases a right to operate from WATCO’s FOXY lines from White Pine into Wisconsin. The line is in very poor shape and would require significant rehabilitation.
2024-GLOR become a partner in the merger of the Agawa Canyon Railway and the Huron Central Railway. The new line, running north and east from SSM, ONT will access CP in Franz and Sudbury and CN in SSM and Oba. Additionally, GLOR will have trackage rights over CN from SSM to Trout Lake.
2024 – GLOR leases the L’Anse Subdivision from CN. The subdivision runs from L’Anse east to Humboldt Jct, and includes trackage rights over the Mineral Range from Humboldt Jct to Euclid Yard.
Re: Great Lakes and Ohio River Railroad
GLOR ownership Questions and a new merger.
There have been questions raised about the ownership of the Great Lakes and Ohio River Railroad. So who actually owns the GLOR?
The Toledo and Ann Arbor, which was the first railroad in the GLOR family, was a wholely owned subsidiary of JEC Services. JEC Services is a corperation based in Michigan, offering services in a variety of industries.
The Toledo and Ann Arbor, upon its expansion and development into the CAAT, become a wholely owned subsidiary of JEC Rail Services.
JEC Rail Services contuinues to own a 53% stake in the Great Lakes and Ohio River Railroad, and maintains an 80% stake in Great Lakes and Ohio River Car Repair.
Who else owns the Great Lakes and Ohio River? Assuming a couple new mergers go through, the following will be the breakdown of the ownership of the GLOR.
53% JEC Rail Services which is 70% owned by JEC Services. 20% of JEC Rail Services is owned by Federated Railways, which gained partial ownership when the Tuscola and Saginaw Bay was sold. This was done to avoid a bidding war for the property. 10% of JEC Rail Services will be held by Wheeling and Lake Erie Industries if the merger between the railroads is approved.
18% is owned by WATCO. This ownership stake was the major payment to WATCO in the Kanawha River Railroad Purchase, previously was 30%. (JEC Services Purchased 12% back from WATCO in 2022).
13% will be owned by Genesee and Wyoming Industries, following the proposed merger listed below.
9% will be owned by Norfolk Southern following the proposed merger below.
3% will be owned by CSX following the proposed merger below.
4% will be owned by Wheeling and Lake Erie Industries, if the proposed merger beween the GLOR and W&LE goes through. (Yes, Wheeling and Lake Erie Industries will shares of multiple levels of the company.)
The Great Lakes and Ohio River Railroad is itself, a 30% owner of the SSAC Railroad in Canada as well as owning ILCX and through that ownership being a 50% owner of the Minnesota Northern Railroad and St. Croix Railroad.
What is the proposed merger for the GLOR railroads.
Five G&W properties are going to be merged into the GLOR effective 1-1-2025 or when regulatory approval is granted. These railroads are the Toledo, Peoria and Western, the previously GLOR owned Central Railroad of Indianapolis, the Indiana Southern Railroad, the Illinois Midland Railroad, and Tazewell and Peoria Railroad. The Tazewell and Peoria Railroad has agreed to another 20 year lease extention with to operate the Peoria and Perkin Union Railroad. The GLOR will also operate, via the lease from the TP&W, the Winamac Southern Railway and via lease from the CERA, the Kokomo Railway .
In addition, NS is purchasing a getting a 9% share of the GLOR, in exchange for GLOR having trackage rights over the NS line from Fort Wayne to Logansport, IN. This will provide access between the GLOR's Western Division and the newly former Peoria Division. This ownership stake will be instead of a per carload fee for cars travelling over the line.
Additionally, the Great Lakes and Ohio River Railroad will begin rehabilitating the line between the Honda plant in Batesville, In and the connection with CSX in Shelbyville so they can begin using the currently unused trackage rights over CSX's line to Indianapolis from Shelbyville. CSX will be receiving a 3% share of the GLOR in exchange for trackage rights between Indianapolis and Reynolds, Indiana, where the trackage rights will connect with the Toledo, Peoria and Western Line. This ownership stake will be instead of a per carload fee for cars travelling over the line.
GLOR will also ancitipate reactivating trackage rights over BNSF between Peoria and Galesburg as well, although that has not been confirmed.
It is anticipated that if the GLOR / G&W railroad merger are successful, as well as the previously announced GLR / W&LE merger, the GLOR will become a Class 1 railroad.
This merger of the railroads, if approved, will include a large number of locomotives from the G&W fleet, which will be renumbered into the GLOR system and will be repainted into the GLOR's paint scheme. When the W&LE merger is approved, it too will add a significant number of locomotives to the GLOR's roster.
If the merger is approved, the plan is for the lines from Logansport to Peoria, and all associated lines will be the Peoria Division. The Logansport Subivision will include all trackage operated by the TP&W, CERA, and TZPR. The Indiana Southern Subdivision will include all trackage currently operated by the Indiana Southern Railroad. The I&M Subdivision will include all tracks currently operated by the Illinois and Midland Railroad. The CIND Subdivision will be extended, via trackage rights from the current end of the line to include the trackage rights from Shelbyville to Reynolds, to allow connection with the Logansport Subdivision.
There have been questions raised about the ownership of the Great Lakes and Ohio River Railroad. So who actually owns the GLOR?
The Toledo and Ann Arbor, which was the first railroad in the GLOR family, was a wholely owned subsidiary of JEC Services. JEC Services is a corperation based in Michigan, offering services in a variety of industries.
The Toledo and Ann Arbor, upon its expansion and development into the CAAT, become a wholely owned subsidiary of JEC Rail Services.
JEC Rail Services contuinues to own a 53% stake in the Great Lakes and Ohio River Railroad, and maintains an 80% stake in Great Lakes and Ohio River Car Repair.
Who else owns the Great Lakes and Ohio River? Assuming a couple new mergers go through, the following will be the breakdown of the ownership of the GLOR.
53% JEC Rail Services which is 70% owned by JEC Services. 20% of JEC Rail Services is owned by Federated Railways, which gained partial ownership when the Tuscola and Saginaw Bay was sold. This was done to avoid a bidding war for the property. 10% of JEC Rail Services will be held by Wheeling and Lake Erie Industries if the merger between the railroads is approved.
18% is owned by WATCO. This ownership stake was the major payment to WATCO in the Kanawha River Railroad Purchase, previously was 30%. (JEC Services Purchased 12% back from WATCO in 2022).
13% will be owned by Genesee and Wyoming Industries, following the proposed merger listed below.
9% will be owned by Norfolk Southern following the proposed merger below.
3% will be owned by CSX following the proposed merger below.
4% will be owned by Wheeling and Lake Erie Industries, if the proposed merger beween the GLOR and W&LE goes through. (Yes, Wheeling and Lake Erie Industries will shares of multiple levels of the company.)
The Great Lakes and Ohio River Railroad is itself, a 30% owner of the SSAC Railroad in Canada as well as owning ILCX and through that ownership being a 50% owner of the Minnesota Northern Railroad and St. Croix Railroad.
What is the proposed merger for the GLOR railroads.
Five G&W properties are going to be merged into the GLOR effective 1-1-2025 or when regulatory approval is granted. These railroads are the Toledo, Peoria and Western, the previously GLOR owned Central Railroad of Indianapolis, the Indiana Southern Railroad, the Illinois Midland Railroad, and Tazewell and Peoria Railroad. The Tazewell and Peoria Railroad has agreed to another 20 year lease extention with to operate the Peoria and Perkin Union Railroad. The GLOR will also operate, via the lease from the TP&W, the Winamac Southern Railway and via lease from the CERA, the Kokomo Railway .
In addition, NS is purchasing a getting a 9% share of the GLOR, in exchange for GLOR having trackage rights over the NS line from Fort Wayne to Logansport, IN. This will provide access between the GLOR's Western Division and the newly former Peoria Division. This ownership stake will be instead of a per carload fee for cars travelling over the line.
Additionally, the Great Lakes and Ohio River Railroad will begin rehabilitating the line between the Honda plant in Batesville, In and the connection with CSX in Shelbyville so they can begin using the currently unused trackage rights over CSX's line to Indianapolis from Shelbyville. CSX will be receiving a 3% share of the GLOR in exchange for trackage rights between Indianapolis and Reynolds, Indiana, where the trackage rights will connect with the Toledo, Peoria and Western Line. This ownership stake will be instead of a per carload fee for cars travelling over the line.
GLOR will also ancitipate reactivating trackage rights over BNSF between Peoria and Galesburg as well, although that has not been confirmed.
It is anticipated that if the GLOR / G&W railroad merger are successful, as well as the previously announced GLR / W&LE merger, the GLOR will become a Class 1 railroad.
This merger of the railroads, if approved, will include a large number of locomotives from the G&W fleet, which will be renumbered into the GLOR system and will be repainted into the GLOR's paint scheme. When the W&LE merger is approved, it too will add a significant number of locomotives to the GLOR's roster.
If the merger is approved, the plan is for the lines from Logansport to Peoria, and all associated lines will be the Peoria Division. The Logansport Subivision will include all trackage operated by the TP&W, CERA, and TZPR. The Indiana Southern Subdivision will include all trackage currently operated by the Indiana Southern Railroad. The I&M Subdivision will include all tracks currently operated by the Illinois and Midland Railroad. The CIND Subdivision will be extended, via trackage rights from the current end of the line to include the trackage rights from Shelbyville to Reynolds, to allow connection with the Logansport Subdivision.
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AARR
- Incognito and Irrelevant
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- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
I am reading the history, but it will take me a while. I am checking for errors too 
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.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
If both proposed mergers go through, the GLOR will now operate from Hagerstown, MD west to Peoria, IL and will have connections with all other Class 1 Railroads in north America, either directly or via trackage rights. This will provide substantial additional options for online traffic from the GLOR to arrive.
One of the biggest beneficiaries of these mergers may be the TAWRE facility. While they have already expanded heavily in terms of the number of carloads into and out of the facility, the ownership is considering further expansion of the facility or producing a second facility elsewhere in Michigan to provided recycling and waste to energy generation capacity. It is expected that the current TAWRE facility may be able to increase their inbound trash capacity by 1 more unit train, the electrical demand in Michigan may outpace the supply that produces. TAWRE does have room for expansion of the current facility in Thompsonville, but there are questions about the need for a facility in this region of the state compared with other areas, and the cost to transport the electricity produced by the plant.
It is unknown now much impact the mergers will have on cross country rail traffic, but it is the hope of management that at least some "bridge" traffic between the west and east coasts can be developed.
One of the biggest beneficiaries of these mergers may be the TAWRE facility. While they have already expanded heavily in terms of the number of carloads into and out of the facility, the ownership is considering further expansion of the facility or producing a second facility elsewhere in Michigan to provided recycling and waste to energy generation capacity. It is expected that the current TAWRE facility may be able to increase their inbound trash capacity by 1 more unit train, the electrical demand in Michigan may outpace the supply that produces. TAWRE does have room for expansion of the current facility in Thompsonville, but there are questions about the need for a facility in this region of the state compared with other areas, and the cost to transport the electricity produced by the plant.
It is unknown now much impact the mergers will have on cross country rail traffic, but it is the hope of management that at least some "bridge" traffic between the west and east coasts can be developed.
Re: Great Lakes and Ohio River Railroad
Last year there was a proposed new customer getting rail service in the Traverse City Area. This customer was a consortium of local road commissions and would be receiving loads of road salt from company. Grand Traverse County Road Commission has built a spur from the GLOR line along keystone road to a new unloading area adjacent to the GTCRC facility on Ahlberg Rd. In addition to an unloading pit and storage shed for salt, the GTCRC will also be receiving tank car loads of chemical deicer by rail, which is being shipped from a supplier on the GLOR's INER Division. The consrtium will include Grand Traverse County, Leelanaw, Kalkaska, Benzie and Antrim Counties.
In addition, a supplier of road salt to additional counties has build a similar unloading facility at the north end of the North Yard in Cadillac. This facility, operated by a private supplier will provide road salt and chemical deicer to several area road commissions as well as private contractors.
It is currently unknown how many carloads of salt or deicer will be arriving at each desitnation. The proposed routing for the salt will be NS from the Detroit Salt Mine to Milan, where GLOR's trains will pick up the car for the trip north. The chemical deicer will be produced in Ashley, IN, run via the INER Division to Montpieler, then via an already established trackage rights train to Milan, where it will join the salt cars for the trip north.
There may be additional customers in the future adding to the salt and chemical deicer rail transport.
In addition, a supplier of road salt to additional counties has build a similar unloading facility at the north end of the North Yard in Cadillac. This facility, operated by a private supplier will provide road salt and chemical deicer to several area road commissions as well as private contractors.
It is currently unknown how many carloads of salt or deicer will be arriving at each desitnation. The proposed routing for the salt will be NS from the Detroit Salt Mine to Milan, where GLOR's trains will pick up the car for the trip north. The chemical deicer will be produced in Ashley, IN, run via the INER Division to Montpieler, then via an already established trackage rights train to Milan, where it will join the salt cars for the trip north.
There may be additional customers in the future adding to the salt and chemical deicer rail transport.
Re: Great Lakes and Ohio River Railroad
Unfortunately, not everything goes perfectly in railroading. Last week, the GLOR was involved in a derailment with NS in Adrian, Michigan.
For some, yet to be determined reason, a tank car loaded with Carbon Dioxide escaped from a GLOR switching crew and travelled towards the diamond with NS. Normally this wouldn't be a huge issue, but it just so happened that NS Train 358 was heading EB across the diamond when the tank car struck the NS train, causing 10 cars derailing, including the Carbon Dioxide tank car. The tank car ruptured and released carbon dioxide into the atmosphere. No injuries were reported, but substantial damage occurred to the tracks and derailed equipment.
Cleanup was completed and only a few trains were forced to detour around the accident location on NS.
The GLOR management, along with NS and the NTSB will be investigating this accident.
For some, yet to be determined reason, a tank car loaded with Carbon Dioxide escaped from a GLOR switching crew and travelled towards the diamond with NS. Normally this wouldn't be a huge issue, but it just so happened that NS Train 358 was heading EB across the diamond when the tank car struck the NS train, causing 10 cars derailing, including the Carbon Dioxide tank car. The tank car ruptured and released carbon dioxide into the atmosphere. No injuries were reported, but substantial damage occurred to the tracks and derailed equipment.
Cleanup was completed and only a few trains were forced to detour around the accident location on NS.
The GLOR management, along with NS and the NTSB will be investigating this accident.
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AARR
- Incognito and Irrelevant
- Posts: 38983
- Joined: Wed Dec 22, 2004 7:39 pm
- Location: Washington, MI
Re: Great Lakes and Ohio River Railroad
Ok, I read everything and I am tired 
.
.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
Here is another set of updates on the railroad
The first update is that there is a pair of new divisions on the GLOR. The Northern Division, which previously included the tracks from Toledo north to Cadillac and the line west to Muskegon and the Amtrak Michigan Line is being split into 3 divisions.
The Northern Division will remain the tracks from Toledo north to Cadillac and the lines running north / west from Cadillac.
The Muskegon Division will be the line from Owosso west to Muskegon, plus the line and trackage rights to Hamilton
The Amtrak Division will include the tracks from Ann Arbor west to Kalamazoo under MDOT ownership, plus the line from Jackson to Lansing.
The next update is that the Anderson's ethanol plant in Albion will be getting unit trains of corn starting this fall. It is anticipated that they will be getting 3-5 unit trains inbound, plus a continual stream of carload deliveries. They will also be shipping outbound unit trains east to interchange with NS. Work is progressing nicely on the new Albion "Yard" support tracks which will allow for the delivery of unit trains. As part of this, the passing siding in Ann Arbor was lengthened in work completed during the month of July. This also allows shorter trains to pass in Ann Arbor and the Albion bound unit trains a location to run around their train. Albion Corn unit trains will be limited to 64 cars in length. The current plan is for the trains to operate southbound from points north of Durand into the siding at Ferry Yard, run around the train, before heading back to AA Jct and then west to Albion. There is still a small yard in Ann Arbor, along the Amtrak line, however this would be a more complicated move as the sidings in the yard are not of the appropriate length to allow the grain train crews to run around their trains easily. It is also possible, although not prefered, to run with power on both ends.
Hopefully there will be a new railfan report for the line in the coming days.
Currently management is working on the operational plan for the mergers. There will be new train symbols for trains on the lines which will be announced in the coming weeks.
Unit train traffic does remain heavy on the line including another unit soybean train to Ithaca and the regular run of unit trash trains to Cadillac.
Also, the second sand pit, which was proposed to open in 2023, and then open earlier in 2024 has finally opened. This pit, located just north of Mesick, has been shipping 10-20 carloads of sand outbound for the last couple weeks. It is anticipate that this will be a steady volume through the operational season of the pit, which is expected to run April through late October. This pit, like the Yuma Pit is served by train CT which is the Cadillac to Thompsonville local. CT has been running 5 days per week serving customer, mainly the TAWRE facility, but also additional customers. CT will often also serve the customers in North Yard and do switching of the trains into an out of Cadillac as needed. There is currently no designated switcher crew assigned to Cadillac, so train crews will often work their own trains in the yards.
The volume of traffic in and around Cadillac is such however that GLOR management is considering adding a Cadillac switching crew yard assignment. One of the current operational difficulties is the track layout in Cadillac. Currently there is no direct connection between the nortbound track into Cadillac and the access to north yard. Previously the GLOR and MDOT have looked at building a connection, however it would be cost prohibitive as a couple land owners vowed to fight any attempt. Things have changed slightly and the main property that was in the way of building a connection has been listed for sale. GLOR and MDOT are looking at purchasing this property, which will allow the building of a connecting track running north from south of Wright St (just east of Bond St), north across Wright St, and connecting to the northbound line adjacent to the Consumer Energy Solar Garden. This will be a slow speed (10 mph maximum) curve, but will allow direct movements from North Yard southbound.
Speaking of Cadillac, Cadillac Renewable Energy has been in the news lately. Consumers Energy attempted, but was unsuccessful in terminating their energy purchase agreement with CRE. The MPSC denied the application, which consumers felt would save customers money. As a result of the denial, CRE has contracted with the GLOR to build a spur directly into the facility and terminate their transloading operation. CRE is hoping (gambling) to expand their operational capacity in an effort to entice Consumers into a new contract when the current deal expires. CRE is planning to expand their capacity beyond the current 38MW of power produced, attepting to reach a volume of 70MW production, without a substantial increase in operational cost. It is estimated that this would require appoximately double the inflow of wood, when combined with additional energy effeciency improvements.
The first update is that there is a pair of new divisions on the GLOR. The Northern Division, which previously included the tracks from Toledo north to Cadillac and the line west to Muskegon and the Amtrak Michigan Line is being split into 3 divisions.
The Northern Division will remain the tracks from Toledo north to Cadillac and the lines running north / west from Cadillac.
The Muskegon Division will be the line from Owosso west to Muskegon, plus the line and trackage rights to Hamilton
The Amtrak Division will include the tracks from Ann Arbor west to Kalamazoo under MDOT ownership, plus the line from Jackson to Lansing.
The next update is that the Anderson's ethanol plant in Albion will be getting unit trains of corn starting this fall. It is anticipated that they will be getting 3-5 unit trains inbound, plus a continual stream of carload deliveries. They will also be shipping outbound unit trains east to interchange with NS. Work is progressing nicely on the new Albion "Yard" support tracks which will allow for the delivery of unit trains. As part of this, the passing siding in Ann Arbor was lengthened in work completed during the month of July. This also allows shorter trains to pass in Ann Arbor and the Albion bound unit trains a location to run around their train. Albion Corn unit trains will be limited to 64 cars in length. The current plan is for the trains to operate southbound from points north of Durand into the siding at Ferry Yard, run around the train, before heading back to AA Jct and then west to Albion. There is still a small yard in Ann Arbor, along the Amtrak line, however this would be a more complicated move as the sidings in the yard are not of the appropriate length to allow the grain train crews to run around their trains easily. It is also possible, although not prefered, to run with power on both ends.
Hopefully there will be a new railfan report for the line in the coming days.
Currently management is working on the operational plan for the mergers. There will be new train symbols for trains on the lines which will be announced in the coming weeks.
Unit train traffic does remain heavy on the line including another unit soybean train to Ithaca and the regular run of unit trash trains to Cadillac.
Also, the second sand pit, which was proposed to open in 2023, and then open earlier in 2024 has finally opened. This pit, located just north of Mesick, has been shipping 10-20 carloads of sand outbound for the last couple weeks. It is anticipate that this will be a steady volume through the operational season of the pit, which is expected to run April through late October. This pit, like the Yuma Pit is served by train CT which is the Cadillac to Thompsonville local. CT has been running 5 days per week serving customer, mainly the TAWRE facility, but also additional customers. CT will often also serve the customers in North Yard and do switching of the trains into an out of Cadillac as needed. There is currently no designated switcher crew assigned to Cadillac, so train crews will often work their own trains in the yards.
The volume of traffic in and around Cadillac is such however that GLOR management is considering adding a Cadillac switching crew yard assignment. One of the current operational difficulties is the track layout in Cadillac. Currently there is no direct connection between the nortbound track into Cadillac and the access to north yard. Previously the GLOR and MDOT have looked at building a connection, however it would be cost prohibitive as a couple land owners vowed to fight any attempt. Things have changed slightly and the main property that was in the way of building a connection has been listed for sale. GLOR and MDOT are looking at purchasing this property, which will allow the building of a connecting track running north from south of Wright St (just east of Bond St), north across Wright St, and connecting to the northbound line adjacent to the Consumer Energy Solar Garden. This will be a slow speed (10 mph maximum) curve, but will allow direct movements from North Yard southbound.
Speaking of Cadillac, Cadillac Renewable Energy has been in the news lately. Consumers Energy attempted, but was unsuccessful in terminating their energy purchase agreement with CRE. The MPSC denied the application, which consumers felt would save customers money. As a result of the denial, CRE has contracted with the GLOR to build a spur directly into the facility and terminate their transloading operation. CRE is hoping (gambling) to expand their operational capacity in an effort to entice Consumers into a new contract when the current deal expires. CRE is planning to expand their capacity beyond the current 38MW of power produced, attepting to reach a volume of 70MW production, without a substantial increase in operational cost. It is estimated that this would require appoximately double the inflow of wood, when combined with additional energy effeciency improvements.
Last edited by chapmaja on Mon Aug 12, 2024 3:48 pm, edited 1 time in total.