Tag Archives: Ken Kinlock

SAP Brings Supply Chain Control Towers Out Of The Closet

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As our faithful readers know, we have covered Supply Chain Control Towers for quite a while. Now everybody is getting into the act. SAP just announced SCM Control Towers are a new product offering.

See Scott Koegler’s article on SAP and SCM Control Towers.

SAP’s recent conference – SAPinsider – was held recently in Las Vegas. That isn’t really much news in itself. But one of the key revelations from the conference was its announcement that the company will be releasing something we at ec-bp.com have been talking about for quite a while… a Supply Chain Control Tower.

A quick search on ec-bp.com for Supply Chain Control Tower (SCCT) shows more than 20 entries that provide a fairly complete description and explanation of just what SCCTs are, should be, need in order to be successful.

Our own Ken Kinlock has devoted considerable time and expertise to providing this information, and at this point the resources he has compiled may comprise the most comprehensive description of SCCT function and operation available. Whether it is indeed the largest compilation, it is at least a great place to start your exploration.

 

Where Will EDI Users Go -If VANs No Longer Connect?

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Recently we wrote about Interconnects Are the Market . We showed a very simplified view of how VANS Work, and what happens when they do not work. We pointed out that the whole VAN industry was based on the assumption that no connection would be refused by any of the parties. But there is no law or policy that makes this assumption enforceable.The upcoming disconnection between GXS and Loren Data could turn out to be like a huge traffic jam (about as catastrophic as the recent snow-related one in Atlanta). Yes there are usually ways to get around a traffic jam, but you end up losing time and are inconvenienced in the process.

Recommmended Next Actions for Open Text

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As OpenText acquires GXS there are some opportunities available to the now combined company to pursue its mission. We reported a couple weeks ago about the acquisition (here).

The company would appear to be positioned to bring the EDI/VAN industry well into the 21st Century in the same way its other acquisitions have proven to be assets. GXS fits naturally into OpenText’s EIM (Enterprise Information Management) theme. It would be a shame to miss an opportunity to prevent an impending “EDI train wreck” that could destroy existing relationships with the EDI industry and the company’s stated desire to “be trusted in our relationships”.

GXS is acting on its plan to terminate all connectivity with Loren Data’s ECGrid on March 4, 2014. An action that will affect more than 2,000 GXS customers and their 10,000 trading partnerships. GXS made good on refusing any new partnerships with companies on ECGrid after 1/1/2014.

More About New York Central Railroad’s Harmon Station

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One of our most popular blogs is about the NY Central’s shops at Harmon, New York.

We are now bringing you more stories about Harmon as well as more pictures (courtesy of Wayne Koch).

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An interesting story is New York Governor Thomas E. Dewey and the NY Central Niagara steam locomotives .

Just North (timetable West) of Harmon are several tunnels on the New York Central. 

Harmon in Hurricane Irene

In 1946, Niagara Locomotive 6001 is being pulled by 4 models to show how great Timken roller bearings worked.

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Harmon Passenger Station


The old station was torn down, in Penn Central days.

The station was torn down and relocated to the south of the original location about 1974-1975, and it might have been before that. The first time I used the new location, it was in the autumn of 1975. At that time, what is now the dry cleaners was the ticket office for both Penn Central commuter trains as well as Amtrak.

A catalytical factor in the change was the need to raise all the platforms for the new M-1 trains introduced about 1971. Also, the station was moved because the parking lot at the top of the hill became too small, and management wanted to make “modifications” to the yard which boosted the need to relocate the station “out of the way”. Now with more than ample parking, one must worry in severe noreasters, tropical storms and hurricanes about flooding in the parking lot.


The old New York Central station at Harmon was pretty neat, despite the killer climb up the stairs from the platform that seemed to go on forever. It was a self contained structure above the tracks, paralleling the bridge, which I’m sure served as the inspiration for the present structure.

I heard that the present station will soon be either “Modified” or demolished for something completely different, I suppose it’s part of the project to tear down the old New York Central engine house and build a newone. This will be the THIRD dramatic alteration of Harmon station at it’s present location, in just over thirty two years.

For any newbies, the bridge there now is NOT the bridge from Central days, you can still see the footings for it. The entrance to the old station was an enclosed walkway with a few small windows, immediately to the left of the bridge. Years ago , everybody called that station just “Harmon”.

If one were to model the Harmon station in HO or N gauge, the best start would be with the old Atlas coal mine, just because of the shape.

 

Bar Cars: End of an Era?

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Used to be a lot of bar cars on a lot of railroads. Most are gone. In the 1970’s “new” cars were built for what is now Metro North. Now these cars need to be replaced and a debate is going on to replace them or to get out of the bar car business.

The bar cars don’t run as frequently as they used to as some are already retired, but there is a WebSite for tracking current bar cars running and what trains they are on

Picture above is of the most famous bar car. Only the New Haven could come up with a car name such as “V:XI-GBC.” This translated to, “5:11 Gentlemen’s Bar Car”. The New Haven had little to do with choice of names. Despite the Pullman pool livery, it was railroad owned after 1956.

Here is a story of the bar cars that replaced older “conversions” when the New Haven and rest of current Metro North upgraded to the M1, M2, etc in the 1970’s.

We have lots of information on bar cars in general and the “V:XI-GBC.” in particular. See the Connecticut Railfan WebSite and the Commuters Website.

Information below is from the New Haven Technical & Historical Society:

  1. The V:XI GBC was NEVER a private club car
  2. The Cars history is as follows Built 1913 as Plan 2411A 12 sec  1 Dr, 1 Cpt, with Gothic arched windows as La Fourche. Rebuilt as Wall Street 4007A on 12/20/30 and assigned to the Reading for NY Phila service. It was an error in the records that the car was renamed Westward Ho It never happened. The cars were renumbered for the NHRR by the NHRR
  3. Wall Street was bought in 12/31/45 by the NHRR and leased back to Pullman for operation until 12/54. The car was painted NH #13 Pull Green and later TTG on 9/28/54.
  4. The Wamsutta is a totally different car with Ice A/C and 242a trucks which could not be V:XI GBC. That was an error by the authors of the guide. And the RR records have a glitch in them.
  5. I and other students of the Pullman NHRR operations came to the conclusion that the cars were not renamed but renumbered to group them for RR service as Pullman only tracked cars at that time by NAME only. The best evidence is the Plymouth up at RMNE.

Shown below are some comments on the possible demise of the Metro North Connecticut line bar cars:

Given that they’re worn out and it’s not worth the expense of converting the unpowered singlet option orders into bar cars, do the M8’s (or M7’s) have the capability of interfacing with a generic coach if it’s sandwiched between MU’s? I would think propulsion would not be an issue for one unpowered outlier sandwiched on a longer consist driven by, like, 3 powered pairs since they are capable of trainlining with singlets. But are the MU’s capable of providing compatible hotel power for a “foreign” car and otherwise keeping the consist in systems sync through a foreign car? Because if they can do that with unpowered MU singlets it would seem like an unnecessary design compromise to totally preclude coupling, system compatibility, and communication pass-thru with just one generic sandwiched in the set. You know, like a private car for special runs. Unless there’s something that special about the MU’s design requiring a fully custom singlet.

What a lot of people do not understand is bar cars are underutilized money loosing cars.
yes bar service is profitable, but the bar car is NOT, so both MTA and CDOT are seeing less and less need for bar cars.


Converting a coach to work with MU’s would require a complete electrical revamp, a different brake system, a hep source trough control wiring, pantograph/third rail gear etc etc and only for a car that carries only 25% of passenger capacity of regular car and is only used in Bar service one out of 4 trips.

Every seat counts. I cannot see a clear enough reason to give up seats to sell drinks on board the train when there are dozens of bartenders selling their products in GCT.

Replacement/s trains will become the ‘brown bag specials’ and the ‘carry out ltd’s’!!! Martinis and Manhattans in ‘sip’n’staw’ boxes!!

Nothing so sinister, the bar carts in GCT openly sell same stuff for you to carry to your seat at a much higher profit but at same price.
A bar cart sells 10 times amount of Alcohol of a Bar car, but with very little down time and no expensive railcar to maintain.

Start serving breakfast & lunch on those things sell a contract to Dunkin Doughnuts etc I am sure someone will buy out the space outside evening rush hour. Their can definitely be a profit for the bar cars.

Impossble to do, US health code could never be satisfied.
No wash facility, no bathroom with proper facilities for food establishment etc etc etc

Central New England Railway (CNE) Bus Tour 2014

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This is a heads up for those planning to join us for the 2014 segment of the annual bus tour along various portions of the former Central New England Railway. The 2014 tour will be on April 6th (rain or shine).

This year our trip will take place on Sunday April 6 starting at Poughkeepsie Waryas park on Water St at 9am. Waryas Park is just across the street from the Poughkeepsie RR station parking garage. Come early so you can have coffee and donuts before the tour starts. We will finish the R&C from Rhinecliff to Pine Plains and have lunch at Lia’s again. After lunch we will take the P&E and P&C back to Poughkeepsie and the Hospital Branch to the former NYC main.

There are a couple nice restaurants for some refreshments within a block of the Park.

We picked the date because Palm Sunday is 4-13 and we wanted to avoid any conflict with Easter and train shows. . It seems like the weather is better the first week of April than March and that is another factor.

Please notify your friends so that everyone who wants to go has a chance. The price will be $55 again.

We have planned this trip to reach as many of the remaining historical spots as our intrepid scouts could locate. In many cases we have had to rely on photographs, new and old, to fill in parts of the puzzle. We hope that you will gain a better understanding of the part that the railroads played in the history and development of New York.

As usual, everybody will get a copy of the 2014 CNE Tour guide book. We have a lot of ground to cover so we will have coffee and buses will roll at 9:00.

The cost of this year’s tour will be $55.00 per person and payment should be made out to: Joseph Mato CNE 2014

Be sure to include your E-Mail address so we can contact you if we need to. If you don’t have E-Mail then include your phone number.

Send it to:
JOE MATO-CNE 2014
62 WOOD ROAD
REDDING, CT. 06896

Any money that is left after expenses will be used as “seed money” for next years trip.

As we did last year, we have two buses with 47 seats each. In past years we sold all seats and had a waiting list so don’t wait too long to send in your reservation. Please note that any request for refunds must be received thirty (30) or more days in advance of the tour date. If you can find a replacement to take your bus seat, that’s OK just let us know who it is. We have to know who to let onto the bus when the tour starts. If you can’t find a replacement then we may have somebody on the waiting list to suggest but we can’t refund money that has already been spent on tour expenses.

Bernie Rudberg
7 Marion Ave.
Wappingers Falls, NY
12590-6017 E-Mail Brudberg@optonline.net

Central New England Railway in New York State
This page is an overview of the railway as it existed in New York State.
Central New England Railway in Hopewell Junction
This page is about the CNE in the Hopewell Junction area.
Central New England Railway’s Great Bridge at Poughkeepsie
This page is about the CNE’ bridge at Poughkeepsie.
The Rhinebeck & Connecticut
This page is about the Rhinebeck & Connecticut which became part of the Central New England Railway.
The Railroads of Pine Plains
Pine Plains was the intersection of three railroads, all of which became part of the Central New England Railway.
Newburgh, Dutchess and Connecticut Railroad
One of the railroads that formed the Central New England Railway was the Newburgh, Dutchess and Connecticut.
The CNE / ND&C from Dutchess Jct to Matteawan.
The CNE / ND&C Glenham to Hopewell Jct.
The CNE / ND&C from Hopewell Jct to Millbrook.
The CNE / ND&C from Bangall to Pine Plains.
The CNE / ND&C from Pine Plains to Millerton.
Connecticut Connection
A trip along the Central New England Railway (CNE) from Canaan, Connecticut to the New York State Line.
Maybrook Yard
The major freight yard where the CNE connected with other railroads was at Maybrook.
The Maybrook Line across Dutchess County
The “Maybrook Line” was important to New England before the advent of Penn Central and before the Poughkeepsie Bridge burned.
The Poughkeepsie Bridge after the 1974 Fire
The “Maybrook Line” lost its importance with Penn Central. See the effects of this fire on Eastern Railroading.
P&E in the Poughkeepsie Area
Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E)
P&E North of Poughkeepsie Area
Part of the The Central New England Railway (CNE) was the Poughkeepsie & Eastern (P&E)
Poughkeepsie & Connecticut
One of the railroads that formed the Central New England Railway was the Poughkeepsie & Connecticut.
The Central New England in Connecticut
A great WebSite from Tim Dowd on the remains of the CNE in Connecticut
Fishkill Landing
The Newburgh, Dutchess and Connecticut Railroad became part of the CNE. The New York Central ran from New York City to Albany and beyond through the Hudson Valley. The two roads met at Fishkill Landing.
The first phase of the NYC rebuilding at Fishkill Landing starting in 1913.
The second phase of the NYC rebuilding in 1914 and 1915.
New York Central in the Fishkill Landing Area.

 

Dexter & Northern Railroad

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Map above from the 1957 ETT shows the line in place from Dexter Junction to Dexter.

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Map above shows Dexter today.

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Map above is a close-up of Dexter today. Note what looks like the trace of the New York Central on the right above the river. Note a small bridge in bottom left. This COULD have carried the Dexter & Northern from the plant to the New York Central connection.

Recently saw an “anniversary” announcement: “In 1956, the Dexter & Northern Railroad line was purchased by the New York Central Railroad and reopened for service.” Now I did know a little about this short line’s early history, but nothing about it’s later life.

I had access to New York Central Employee Timetables (ETT) from 1941, 1957 and 1959. The Dexter & Northern Railroad connected with the Cape Vincent Branch of the New York Central at Dexter Junction. The mileposts on the branch were as follows:

Cape Vincent – now marina 0
Rosiere 4.38
Three Mile Bay 7.72
Chaumont 11.16
Limerick 16.04
Dexter Junction 17.9
Brownville 19.86
Main St., Watertown 23.31 C. V.
C. V. Wye 22.89
Coffeen St. 24.06
Watertown Station 24.68

The branch was abandoned as follows:

Limerick to Cape Vincent Abandoned 1952
Watertown to Limerick Abandoned 1976
Passenger service discontinued March 14, 1936

Givers/Takers – Winners/Losers

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Ever hear about how people are described as givers or takers? Givers give without strings. Esteem for givers rises over time. Takers expect more than they give. Eventually, times catches up to the takers. The same applies to businesses. The world of EDI is plagued with a taker.

In the book, Give and Take: A revolutionary Approach to Success by Adam Grant, Grant points out that while the Good Guy finishes last has its truth, it also turns out that the Good Guy also finishes first. Takers might show short term wins, but end up middle of the road in the end.

Steve Scala, Senior Vice President of Corporate Development, for GXS recently sent a letter to an unknown number of customers, addressing a communication from SPS Commerce regarding the termination of the GXS-Loren Data interconnect. SPS aparently believes that the problem is real, and is contacting trading partners to create a real solution. In his letter, Scala attempts to assure GXS customers that they will be taken care of, and to disregard SPS.

How did one get to the Pentagon in 1944?

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Recently, an author writing a book asked us how his “character” would have gone by train from Chicago to the Pentagon in 1944.The Pennsylvania Railroad (and all other railroads entering Washington DC) used Union Station. The formerly huge rail yard near the Pentagon, “Pot Yard”, was freight-only.

We took a look at DC Transit map and nothing shows as going across to the Pentagon. 1958 and 1944 are identical. This was the main trolley provider in DC. I confirmed this with .

Took a look at another map.

and found an interurban line that crosses the river at Arlington Junction and connects with DC Transit. So their MIGHT have been a rail route. But these interurbans were “on their knees” after the Depression and could not gear up to adequately serve the Pentagon. More discussion on topic:

I’m guessing the Army (did they control the Pentagon before there was a Department of Defense???) set up some bus routes. Probably a bus stop and a desk at Union Station?

Know the answer? Please comment.

See “Rails Around the Nation’s Capital”. A collection of articles about Railroads and Transit in and around Washington DC. Metro, Virginia Railway Express and Maryland DOT are covered. Also the Washington Terminal Railroad and other small railroads that were once a part of Washington.

Supply Chain Intelligence: Using Your Visibility

ImageImageWe know that supply chain visibility is a requirement for any company competing in today’s global marketplace. You must be able to see something if you want to manage it. It is the key to Supply Chain Management. We have talked about the Supply Chain Control Tower and who sits in the tower, now we are going to talk about what should be going on in the Supply Chain Control Tower and what it can do for you.

Good Supply Chain Management procedures lower inventory and costs. So why do a lot of companies have trouble putting it all together? Everyone already has electronic identification/bar coding on just about everything. Lower-tier suppliers are very cooperative sharing their data. No, it’s not a report you want to see. That is something in a rear-view mirror. Instead you want to see a real time micro view of where everybody and everything is at. Basically, it is an exception report: things that aren’t right.