diluted EPS rose 12 percent to C$3.04 from C$2.72. “While


the fourth


weighed down by challenging operating conditions,


quarter was including unexpected and


extreme weather on the west coast that compounded the impact of an already delayed grain harvest, it once again highlighted our resiliency and ability to operate efficiently under tough condi- tions,” said E. Hunter Harrison, CP’s chief executive officer at the time the results were announced.


Motive Power Notes


The nine remaining Soo Line SD60s are scheduled to be cycled through the shops in 2017 to be rebuilt and upgrad- ed. The remaining units are either at or on their way to National Railway Equipment’s Silvis (Ill.) shop for work. The work includes the addition of an electronic air brake and ZTR control system, repainting to CP livery, and renumbering to the 6300 series. The first unit released is expected to be CP 6300, ex-Soo 6033.


Three SD40-2s (CP 6035, 6040, and 6041) were


released from Progress


Rails’s Marshalltown, Iowa, shop, and were promptly forwarded to Canadi- an Allied Diesel’s shop in Montreal for painting. The units are now equipped for remote control and are expected to be assigned to yard service when complet- ed. Units still at Marshalltown include SD40-2s 5953, 5969, 6034, 5867, and 6038.


The SD40-2 watch is up to 16 active units, with most assigned to yard, work


train and snowplow duties; however, several have made it onto the mainline as well, including the hot Montreal-To- ronto “Expressway” trailer train. On February 14, westbound Train 133-14 had GP38-2 7307 and SD40-2 6050 for power, and eastbound counterpart 132-14 was pulled by SD40-2 6017 and GP20C 2285 — an all standard cab night! The number of stored SD40-2s is down by one, with CP 5841 retired on January 16. The overall number of stored units is currently at 488, of which 74 are stored serviceable and 414 are stored unserviceable.


Operational Changes


Train 142 (Chicago-Bensonville Yard– Montreal-Hochelaga Yard, Intermodal) and counterpart train 143 have been realigned back to their original routing via the CP Galt/Windsor Subdivisions across Ontario and via Norfolk Southern from Detroit to Chicago. The trains had been operating via the Hamilton Subdi- vision to Buffalo, then as CSX trains Q165/Q166 from Buffalo to Chicago. The change from NS to CSX was origi- nally made to free up slots on the former Wabash line west of Detroit for addition- al crude oil trains, and to accommo- date domestic double-stack clearances via Buffalo, since the higher domestic double stacks do not clear CP’s Detroit River Tunnel. NS also permits CP to operate these trains with distributed power, which CSX did not.


Other changes on the Galt/Windsor Subdivisions include Trains 241–242 renumbered to 141–140 respectfully,


operating between Chicago and Toronto daily with a mix of automotive and inter- modal traffic. A “new” Train 241 has been created, operating three days a week.


CSX TRANSPORTATION JONATHAN QUINLEY


Ward Out, Harrison In?


On February 21, CSX announced CEO Michael Ward will be stepping down after 14 years leading the company on May 31, 2017. An announcement regard- ing the layoff of 1,000 management positions company-wide was made later the same day. Both steps appear to open the door for Hunter Harrison’s arrival as the new head of CSX.


While Harrison was at Canadi- an Pacific, he was able to reduce the operating ratio from above 80 to just below 60 percent. After failing in his attempt to acquire Norfolk Southern, the 72-year-old executive set sights on his next big challenge. Released from his contract at the end of January and forfeiting millions in compensation, Harrison began to campaign for the top job at CSX with the help of activist investor Paul Hilal and his Mantle Ridge hedge fund. While executives indicated on February 6 they would like to bring Harrison on board, they balked at the demands for compensation equal to $300 million, as well as adding Mantle Ridge representation on the board of directors. These matters will be discussed at a rescheduled CSX annual stockholders meeting on May 11. —O.M.V.


Batten Kill Flanger Run


On February 14, the Batten Kill Railroad ran its ancient wood-bodied snow flanger to clear the line, passing the old passenger station at Cambridge, N.Y. The BKRR operates the old Greenwich & Johnsonville, formerly a Delaware & Hudson subsidiary. Weekly operations serve primarily agricultural customers. Interchage is with Pan Am Railways at Eagle Bridge.


PHOTO BY SAM BOTTS


8 APRIL 2017 • RAILFAN.COM


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