A little info on the Union, the ore train leaving North Bessemer with the EOT has the conductor at the head end. We split the train in half once we get to Edgar Thompson to yard. A new thing we've been doing. Also the "new" BLE ore cars are actually ex Wells Fargo cars built in 2017 and acquired by CN in late 2018/2019. The Valley yard consists of 9 tracks, 1 valley through 9 valley as 9 valley acting as a runner track if clear or to keep 19 empty or loaded slab cars. I could go on and on about the Union as I am currently employed as conductor/remote operator for the Union. If you ever need anymore info on the Union or times of when crews start "mainline" wise, just let me know! Would love to meet up sometime and give some insist on this railroad.
Hi Cryocloud I grew up in Plum Boro Penn Hill Monroeville area still live local. I saw the was clearing land above the tunnel in Penn Hills that lead to North Bessemer from Universal making repairs to thr tunnel.?
@@randyoehling1701 Every day we run up to North Bessemer in the late afternoon. Typically around 5:30-6pm you can catch the Union heading up there. Sometimes earlier if they already have their empty train together.
HI DJ, Another excellent video of a very interesting railroad. A couple of guys who were laid off three years ago where I work thanks to PSR, were thankfully able to get jobs at the Hall engine house. Hopefully US Steel will stay invested in the Mon Valley and those guys along with a few other guys I know who work at ET and the Irvin Works will remain gainfully employed until they reach retirement age. Thanks again DJ for posting this nice video and I look forward to part 2. Cheers, Rich S.
Seeing the CC, Chicago Central & Pacific hoppers made me smile. I watched them grow and the go away, it was a cool railroad from my perspective. Good videography!
I was a fan of the CC&P. One of my sisters lived in Ft Dodge, IA, so I photographed operations there several times. At the time I gave some thought modeling it in N scale. Because the only models available would have required substantial modifications I abandoned the idea.
@@jerrysmith1929 i agree, my first love is the Milwaukee road, but getting to see those old GP20's marching past our shop in the western suburbs of Chicago was a blast. Modeling either rr would require skills and alot more time than I could muster up.
I worked on NJT , we could not allow a train to block the entrance roadway unless it broke down. This blocked emergency vechicles from gaining entrance to the yard, I would assume the engine shop had another entrance for that purpose.
There is another round about entrance but I don’t think they have any such rules in place. When I worked here and NS I’d never heard of a rule like that in the yards.
Worked here for about 6 months as a Trainmaster (or supervisor as the call them here) interesting little railroad. Management wasn’t the best so I got out but very demanding operation to keep the mill fed
Great video. Nice to see a RU-vid video featuring something other than miles-long unit trains! Never heard of this particular railroad, and am glad you took the time to record it. The motive power and freight cars being so small really would lead to the Union RR being the subject of a small-space model layout. Gives me some ideas for the future, it does. Thanks for sharing!
Welcome to my channel. I have 300 plus videos and a majority feature the Union RR. If you see my PLAYLIST for Layout Tours, you'll love all the layouts I made featuring exactly what you mentioned.
Other views in this video ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-JOp-4YvTN1k.html Also: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-hBSYL6D0zZw.html
Great footage, thanks for sharing. The air horns on the caboose are something to model. You rarely see them on models but for backing moves they are important. Cheers and stay safe.
Really enjoy footage of these engines! Loved watching them as a boy during the late 60s/70s had the Rock Island, and Milwaukee Road where I live. Now Canadian Pacific uses GP-20 ecos to switch industries and yards here. Only a few end cabs privately owned at industries around here now.
There used to be two MP15s on the RSR, GNWR 45 & 46 unfortunately they left the property some time ago. They used to occasionally put them on the road train to interchange with NS, several years ago they had a very short train and used one of them alone. With a several mile long steep grade they couldn't do that very often. Only switcher that's fairly easy to access is DL S6 1044 on the DLWR, finally saw that the other day.
WOW! If someone were to model this railroad....lots of bridges and structures (just to run some MP15 units😍) that would look like any class 1 model railroad seen in the magazines!😎
ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-n0P8I-Xc8FE.html. is part one. I have modeled it numerous times. See my videos organized into PLAYLIST: LAYOUT TOURS>
Union RR needs some of our GP 40-2 and slug combos. Loved running the these units, especially if the lead unit was the slug,alot less noise. Those four extra traction motors really added to the Geep 40's potential. When they first came about, they had Pacesetter controls on them. Probably have taken that system out now.
Excellent coverage, very informative and professionally filmed. I like short line coverage, too, and their operations that are different from the mainlines. Cheers, DJ! Bob
Great opening shot of Braddock. That trestle on the stone supports is an awesome piece of engineering. Reminiscent the trestle that runs through downtown Parkersburg, WV. Have you ever gotten the opportunity that far east to run a train over that old bridge? That's got to be a daunting run. I've been there a time or two when a CSX runs over that old bridge and down that steep grade of the trestle through town and it never failed to delight the heck out of me.
Hello DJ How’s it gone hopefully all is well for you this video is so cool love it so . You explain so well Sir . 👍🏻👍🏻👍🏻 keep making them great entertainment. Be safe all the best . 👍🏻🇨🇦🇺🇸 Robin . Over and out .
Hey DJ! Glad you are at the sweet spot for video timing! The little hoppers are know as Jennies. At least that’s what my dad said in Cleveland in the 80s!
Lovely footage, nicely editted and great commentary. It's always obvious when watching your videos how much you not only love trains, but your home state as well - Go PA! Re the motive power: using multiple MP15's must have a high fuel and maintenance cost - so why actively choose the MP15 over say an easily available upgrade to a GP40 or larger, and halve your locomotive pool and associated costs? The only immediate reason I can think of is there must be tight turning radius at some points inside the steel making complex railroad network off of the mainline - Thanks - Good Luck!
I didn’t see any CSX trains while on vacation in PA the week of July 4th, 2022, I hope that meant you had some time off with your family. I guess the next time we go through PA we should go in the dead of winter to see the Horseshoe Curve and perhaps we can see something from the parking lot, just in case their funicular is still undergoing “maintenance.”😠
Before the CN took over, the northbound trains would return with coal. I'm still amazed the CN would waste all the money to run lite back north. I also surprised that the Ortner trains need to be turned to return north. Is there a mechanical/operational reason for this, such as a loading or un loading procedure?
Yeah I grew up watching them use the same cars for ore and coal. It was weird that they shoved north out of Dexter that day, then went to port Perry and turned. Not sure why they didnt pull out from dexter.
It’s a two crew operation. So they wye the train and park it on the leg of the wye until the next crew is on duty. The work opposite schedules with the crew that runs Gary coke out of Clairton and share power. I don’t remember exactly how it works out but the iron ore crew runs empties up to north Bessemer. Loads to ET and finishes their shift parking the train ready for the Clairton coke crew to take over that comes on at like 11 or midnight
There are presumably other factors. For example, maybe the steel mill doesn't want taconite contaminated with coal dust, or maybe the coal shipper doesn't want coal contaminated with taconite dust. Or do they even ship the coal any more?
@@beeble2003 clearly the shipping of coal ceased. Likely the shipping via boat was no longer needed as a cost saving measure or the final destination is no longer in business (the likely answer) . Moving empty trains isn't free. ET isn't known for producing speciality grade alloys. Most of it's iron ends up as rolled sheet products. So I doubt even a large amount of coal dust is changing that equation, especially considering how BOFs can remove contamination. Plus factor in the BOF uses a lot of scrap which introduces plenty of contamination, I doubt that is a consideration. I wonder if CN still has it's target as an American Eastern Port in the future.
@@beeble2003 They don’t use the same cars for Coke and Iron ore just share the power. No coal is hauled on either railroad anymore. Coal is barged into the Clairton Coke works to make Coke which is deliver to the ET mill as well as interchanged with CSX and sometime The Wheeling and Lake Erie. It’s pretty much just for power utilization and the need for two crews to overlap each other’s work to get both jobs done. Each crew sets up the next one for their shift.
Are those the horns mounted vertical on the front of 23 & 33? As usual, excellent! We go up to the overlook in Conneaut a couple times a week. Good place to see Bald Eagles!
Model Railroader made a layout of Turtle Creek. Was it modeled after this area, or was it something they dreamed up? Love the video, especially the drone footage.
Hi DJ, the info that you give out are outstanding and very helpful. I wanted to know how do the railroad determines the type of motor and the amount of horsepower you need to pull a train ? Is there a standard formula that they use to determine right amount of power. Thank you for sharing your experience and knowledge.
Do you happen to know when or where the Union Railroad runs? I'm visiting for a few days and would be very interested in catching one of these. Thanks!
I have so many videos on them. Your best vantage point is in east mckeesport on the turnoff road looking at Edgar Thomson from below the Westinghouse bridge. Early mornings are best. Also the parking lot next to Duquesne class yard. NEVER step foot on their property. They are extreme security.
its called MU (multiple unit). There is a big electrical cord that connects each engine, and also 4 air line hoses to control the engines air brakes. When you see an engine in the middle of a train or at the end, it is done by a wifi signal called DPU (distributed power unit).
Huge difference. Totally different appearance, higher horsepower, MP15s are geared as a road switcher and have the same trucks as a GP Series, better tractive effort especially with the MP15AC, and much newer. The NW2 is just a switcher not a multi-purpose unit like the MP15.
Nice! I imagine that must be tedious with no dynamics. Always wanted to railfan ET at Braddock but the area seems sketchy in terms of crime. Thanks for sharing those beautiful sounding MP15s! I think ET had a Bicentennial switcher at some point. I saw a photo somewhere awhile ago of either an SW1500 or MP1500 at ET painted in a faded red while and blue. I know in 1976 pretty much every railroad from the steel mills to the class 1s had a patriotic themed engine.
@@djstrains Shoot I didn't know there was one. I'm going to our family reunion this weekend so unfortunately I can't attend. Thanks for the thought though!
Thanks DJ another excellent and very interesting and informative video, do you think the BLE would run more efficiently with a few more powerful and modern locomotives so they wouldn’t need to string 5 together?
I was under the impression they used the five engines because they needed the brakes of the five engines. There may be uphill but there is downhill as well.
I was wondering the same thing. Your explanation may be correct. I'm more familiar with western mountain railroading where steep grades are frequent. The choice there was for bigger, heavier locomotives. So I'm guessing there may be additional reasons for using so many locomotives.
They have always used 4 axle units because of the tight radius that is an issue when they used 6 axle units like sd38s and sd9s. Yes a modern Gevo could pull it, but would not be practical in the areas of tight curves. Since the engines don’t have dynamic braking, they apply air and pull the train downhill, rather than use engine independent brakes which would flatten the engine wheels if used roughly.
@@djstrains Some roads use GP40-2's or the like with dynamics, then again curve radii can be a limiting factor. But indeed, all of those locomotives are a sight to behold. And makes for a very interesting and fun modeling subject. Looking forward to the rest of the videos in the series.
Wonderful videos DJ . I really like your channel. I would like to model some of this. I was curious if anyone knows the percent grade or at least the distances from the yard up to the tracks? A couple of others have asked if anyone knew the grade, I love it because it allows tight modeling and ill do it in N scale. Thank you for a great series and all your modeling clues, now if I could only really model well ! Stay safe and thank you
I looked all over the place a few months back because my grandson is obsessed with trains, just like his father was. We couldn't find any trains anywhere. *But* you might have some luck at the Waterfront, a large shopping area in Homestead. It seems that it never fails, when we're there, one or two trains go through there. Whether they're Union Railroad or not, I couldn't say. We seem to miss the engine. We went to Hall, North Bessemer, Turtle Creek, Trafford and Pitcairn. I don't know where all. No luck. I hope you have more success. Edit: added more locations.
You could call Transtar or CSX and ask if they'll tell you the schedule. I had to call the railroad awhile back when there was a child on the tracks, on the trestle.
For many years I had a 12 foot long map of the union from 1955. It showed every track, and I starred at it for hours. We have a copy in the Railway & Locomotive historical society Steel City Chapter, in North Huntington.
Hey dj , you have to be very careful by the universal atlas cement factory, I ride dirt bikes there and there is just random holes in the ground, some of them being like 6 feet deep and they have rebar sticking up, so just be careful around there
Its been a few years since I have been in that area. Sad growing up in Penn hills (off of Jefferson) and seeing this deteriorate and become so dangerous.
Hey DJ! I want to do some railfanning at nightime on the Union RR. Do you happen to know when the North Bessemer job heads north on the line? Of course this would from public access and NOT involve any trespassing? I used to have the dispatchers phone number at the AOS building. Not sure if they take calls any more.
Hey, D.J., does any iron ore-hauling railroad still use those shorty cars called "jimmies". I seem to recall that the Bessemer & Lake Erie and the Duluth Missabe & Iron Range were a couple of fallen flags that did.
Hey DJ, love your videos. I find them incredibly informative, I really hope I can land a train conductor job soon! Would really love to be an engineer one day. I'm young, and don't have much work experience, should I just keep applying for all the positions I see. Or would a college certificate guarantee me a job.
I will NEVER suggest this job to anyone under 23. Period, no exceptions. There are things that you have to trust me on, and this is number one. Ask any guy about life from 18-23 and that is when most of your favorite memories are made. You can not waste those years working for any railroad. It will lead to a life of regret. Ask me when you are 24.
I have covered this many times over the years in videos, so I’d take a look at my RU-vid channel homepage for PLAYLIST: LIFE AS AN ENGINEER A couple years ago I spoke at a railroad museum and told some stories about it: DJSTRAINS Story! Life as a Railroad Engineer and RU-vidr! IN PERSON PRESENTATION!!! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-duPmtWx_ZXM.html
man what is the grade on that front bridge down to the mill 15 or 20 percent? it looks like it'd be a bitch and a half to climb out on with a load!! i'll tell ya` DJ i miss those end cabs as far as i'm concerned those are the only diesels that should exist road power should still eat coal!! and monroeville? wonder how many towns they are named that there's one north northwest of willard just west of norwalk! by the way when you said you used to run to willard you got me thinking and i've been meaning to ask but just got around to it but when you ran to willard did they put you guys up at the hotel or the Y? i went dont down woodbine today past where the Y was (it was tore down 8 or 9 years back!) and remembered i was going to ask you on the next upload
My first few trips in 1999 I stayed at the Y. Picture this: MY FEET HUNG OFF THE BED. Also, the small black and white tv had an ear piece, no speakers, and the fire alarm went off anytime someone took a shower. I was the first crew in the new hotel. I let my NC to willard qualifications run out in 2008.
I don't feel like you can look at it from that perspective. A single engine like this is rated for ROUGHLY 1,500 horsepower. Whats interesting is that on CSX where I work, when we lash up multiple engines, we get more power than just simple math. Try this: use a model railroad engine and see how many cars it can pull. Add a second identical engine, and you can pull MORE than twice that many cars.
Maybe a dumb question of a foamer. But [edit] were [not we’re] there any forward/reverse markings on the reverser panel to suggest what direction the manufacturer considered front? Or was there no direction indicators at all so the railroad or engineer decided on its own what was which?
Is there a reason to prefer EMD MP15s over GP15-1s? (or vice-versa) They seem to be quite similar. The MPs in this video seem to be acting as "roadswitchers."
Sorry...Question that most good railfans probably already know the answer to. But how many miles (or parts of a mile) do these engines get per gallon, and what has been the average cost per gallon over let's say the past three years that the railroads pay? Or is the number based on pounds of fuel like with commercial aircraft? I've just always assumed that typical diesel power burns fuel like it's going of style and wondered how the railroads make that work for themselves and their customers, in spite of volume compared to trucking. It's pretty mind-boggling how much fuel is used to fly a Boeing or Airbus one or two thousand miles.
Our new engines with CSX (GEVOS) usually hold about 4,400 gallons. How long that lasts I just cant say because they are for through freight an not assigned to us for periods of time.
Fuel consumption rate for the MP15DC is 3.6gal per hour in Idle, 2.8gal per hour in low idle, and 92gal per hour under full load. The MP15DC usually has a 1300gal fuel tank. Comparatively the GP40/40-2 some have suggested to replace the MP15s burns 5.5gal in Idle, 4.1 in low idle and 168 per hour under full load. And carry anywhere from 2600 to 3600gal of fuel.
The union handles two types of iron. In the car management system they show as either Keetac or OR62. ET mainly consumers OR62 and consume Keetac sparingly (I’m a railroader not a steel man). It can make yarding the train a pain if you’ve got Keetac in the middle of a string of OR62’s because you want to avoid burying it for the mill crews.
crap, I dont have a current timetable. I think at one time it was 25, but it is probably under 20 now. Hopefully someone reading will give current info.
We use hoppers of the same make/model in aggregate service down by me. Typical FCA garbage, they took a time proven design and molest it until it's worthless garbage from a train man's perspective
@@djstrains Ortner made a damn good railcar, back when I was with the rock company we'd work with 45 year old cars Ortner made cars that had barely been touched repair wise and didn't leak a single stone. Every freight car America product I've ever worked with has been inconvenient at best and non functional at worst, the rock company bought like 20 FCA three bay hoppers, FCA reduced the angle on the slope sheet so much that gravity wasn't enough to unload the car, it may as well have been a gondola at that point. We used to have to take fire hoses and hose out the car and physically force the material through the gates. Now these cars in the video, it depends on the specific order of them but some have a platform for a rider, and the handbrake on the opposite side of the handrail in the same position it'd be on a boxcar so you have to get off the platform, and climb to the other side of the rail to set the brake. I remember first time I unloaded coal with my current employer I got to bsing with the plant operator about the railcars and how quickly they dump once the doors were popped. They too got scammed into buying some half assed FCA trash and the coal got stuck every single time. Story goes FCA sent some sales reps down to attempt to sell them a whole fleets worth of them. The power plant stuck the rep up in the booth, dragged one of their cars under, popped it and nothing happened until they shook the car for solid minute reps reply was along the lines of "That..that... THAT'S NOT SUPPOSE TO DO THAT, THE SIMULATION SAID IT SHOULD UNLOAD IN 5 SECONDS!!". In my personal opinion it's overwhelming obvious the people that design their garbage have done absolutely zero field research beyond corporate brunch trying to drum up sales. Oh and don't even get me started on the time I almost got written up because they thought I kicked an FCA TBOX too hard and messed up the pin. They called a carman out "Oh yeah, the guts on these are plastic, happens all the time." and... a good chunk of Freight Car America cars are made in Mexico
If you know anything about trains, how can you not know what a caboose is? We have numerous model trains and they all have a caboose. I have heard most railroads no longer have a caboose at the end of a train but my question would be why not?
@@sandrajones2262 I get it from a business point of view, automation cuts labor costs, and it's easier to move a "Fred" than to switch a caboose around. But, I sure do miss seeing them, they were the period at the end of the sentence, and every young boy/girl's dream to ride in one and see the countryside in a way that only the rails could provide. Personally, I'd say bring them back, but in a different capacity. Rather than Amtrak, you get a personal caboose, stocked with food and beverages, and you get this rolling cabin. You make the agreement with whatever railroad to pick you up at which yard, and is it a one-way or round trip. If it's a round trip, how long before you return to the track? Once you leave the caboose a team comes in, and makes it ready for the next trip. (More jobs created which is a win-win) If it's a cross country excursion, you'd be afforded a little bit of time here and there to stretch your legs as the locomotive refuels and takes on more sand.
