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The Feb. 2003 issue of TRAINS has a 12 page story about BNSF and CSX working together for a 65 hour freight schedule between LA and North Bergen, NJ. There is a "play-by-play" analysis that will ring true to all who have "been there-done that". This revenue producing operation was actually acomplished in 60 Hrs 52 Min. Those who are interested in the absolute advantage rail freight can assert over trucks and highways if ancient obstacles and practices are discarded or modified will love this story about what modern Railroads can do.
Posts: 467 | From: Prescott, AZ USA | Registered: Mar 2002
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Yes it is an interesting article. I had never thought of how a "faster than most" freight would mess up the schedules of all the other trains, and had not really noted that the old Santa Fe had long two track 'one-way' segments. The part about Chicago-area IHB not being engaged in the time-saving aspect...I would think they would be a key player even for the short segmant they used!
MP
Posts: 874 | From: South Bay (LA County), Calif, USA | Registered: Aug 2000
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posted
My take on the Indiana Harbor Belt was that they were only required to provide the track. BNSF crews got off and CSX crews got on at the IHB 71st yard office with only a six minute stop. Also, apparently the IHB cleared the track as the whole transit time through the Chicago "complex" was 2 hours and I interpret that "complex" as beginning at Mc Cook on BNSF and ending at Dolton on CSX. Those of us who are familiar with Chicago's railroad complexities, will understand that 2 hours is very good; and that there had to be great cooperation so that the many RR crossings were clear for this operation. Again I say that when railroads wish to do away with ancient " I was here first so your trains must wait for mine" they can compete with trucks both in cost and time.
Posts: 467 | From: Prescott, AZ USA | Registered: Mar 2002
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