by Redwards
Just recently stumbled upon the story of how the NYS&W was able to set up the land bridge service with Sealand and Hanjin. It's pretty fascinating reading. I think I've got the basics down from searching the web and the forums but I did have a couple questions.
It looks like the stacks were passed to NYS&W at Buffalo from NS and CSX? Prior to the Conrail split I know NS had the ex-NKP line, but how did the CSX routing work?
It sounds like Conrail wasn't interested in double-stacks in the early 80's because they had a pretty lucrative piggy-back service and clearance issues on the ex-NYC "Water Level Route". When did they change their tune and start on the clearance projects? Did their entrance into double stacks put much of a dent in the NYS&W traffic? I was a bit surprised to see that the stacks continued to run on NYS&W until after the NS/CSX split of Conrail.
Thanks,
Reed
It looks like the stacks were passed to NYS&W at Buffalo from NS and CSX? Prior to the Conrail split I know NS had the ex-NKP line, but how did the CSX routing work?
It sounds like Conrail wasn't interested in double-stacks in the early 80's because they had a pretty lucrative piggy-back service and clearance issues on the ex-NYC "Water Level Route". When did they change their tune and start on the clearance projects? Did their entrance into double stacks put much of a dent in the NYS&W traffic? I was a bit surprised to see that the stacks continued to run on NYS&W until after the NS/CSX split of Conrail.
Thanks,
Reed