Moderator: Otto Vondrak
ctclark1 wrote:a. With both bridges active and connected (ideally, CSX using the NKP bridge and NS/BPRR/BSOR/SBRR using the BCK bridge)
Looked at aerial pics and still can't see how BSOR would be using the bridge - what am I missing?
TrainDetainer wrote:Maybe this will clear it up.
TrainDetainer wrote:You're right about BSOR proper. I don't recall BSOR ever using the bridge/mainline themselves, but IIRC there was some kind of arrangement (post-Split IIRC) with NS to come in at Draw and use the BSOR out to Blasdell if their own mains were blocked at Tifft (hence the crossover just east of the Gardenville flyover). Don't know if this is still in effect after the last expansion/improvements at Bison.
TrainDetainer wrote: No idea about interchanges at Draw between shortlines, but stranger things happen nowdays.
sd80mac wrote:BCK bridge?
By "they" I assume you mean CSX? Yes, they could deal with a bottleneck over the NYC bridge (being all single tracked between CP2 and CP437), and unfortunately that leaves primarily NS and B&P high and dry (since we're not sure if BS and SB use DRAW). If there was a connection built between the old B&O line and the Gardenville line (which is actually CR's Buffalo Line reroute) B&P would be free and clear to get to the Buffalo Line proper at GJ, and NS would have some major problems getting between the Southern Tier line and the Lake Erie District (see the other Gardenville/LV thread going on about weight and curvature restrictions on the Ebenezer RT) but in a pinch could make some reverse moves to switch from B&P's Buffalo Creek yard to their own (Tift Yard) with restricted speeds and lowered weight loads.If CP Draw bridge is completely shut down, it wouldn't completely cut off east of CP Draw. They still have other way around CP Draw.
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