Sounds like an attractive schedule for potential new Guilford customers. Bill NS introduces Patriot trailer service NORFOLK, Va. -- Norfolk Southern Railway (NS) recently launched "Patriot Service," a door-to-door trailer service featuring northbound trains between Atlanta, Greensboro, N.C., and Memphis, Tenn., and New England, and southbound trains between New England, and Atlanta and Memphis, according to this report published by the Journal of Commerce Online. The service offers 48-foot trailers that can be delivered within 75 miles of Atlanta, Greensboro and Memphis, and any Massachusetts city except Cape Cod-area communities. NS provides second-day, afternoon delivery between New England and Atlanta; third-day, morning delivery between Greensboro and New England; third-day, afternoon delivery between Atlanta or Memphis and New England; and fourth-day, afternoon delivery between New England and Memphis. The new service also allows customers to track their Patriot shipments via the Web. (From: The Journal of Commerce Online Friday, March 5, 2004.) (edit: typo) [ 11. March 2004, 19:02: Message edited by: Comet ]
This NS service would be using former Conrail trackage? If so, where would be the potential interchange points, that Guilford could take advantage of using/promoting? Boxcab E50
Good question. From a purely speculative point-of-view, the most expedient routing would be NS to Harrisburg, CP to Mohawk Yard, then to Guilford, with run-thru NS power as has been used on the Bow unit coal trains. (CP has trackage rights from Sunbury to Harrisburg, and NS has rights between Sunbury and Mohawk Yard on CP). If run-thru NS power is used, it could go all the way to the intermodal facility at Ayer on the GRS. Bill
I believe the Mass. state funded project to provide clearance in the Hoosac tunnel for double stacks has been completed. This would be a big help.
Yes Gil, it has been a big help, especially with those "pesky" double stacks. Before the project you mentioned, they were only able to move the single stack units. Much less profitable, I'll bet. Bill
Gil, I thought NS paid for the Hoosac work - I know Mass paid for some work on the West End, but I have read many times about the NS funding for the tunnel. And also that with work, the tunnel still cannot take some height cars.
The tunnel was originally double track and for many years electric motors were used to haul the trains through the tunnel. After the diesel arrived during and after WWII the catanery was removed. When pigggybacks arrived one track was removed and the remaining track was moved to the center of the tunnel to provide more clearance. During this period the brick facing at the west end of the tunnel began to fall off and the B&M began installing corrugated metal panels and pressure grouting behind them to replace the old brick. The east end of the tunnel was in harder rock and did nor require any work. Several times various projects were done to improve clearance by either taking some rock off the tunnel roof or undercutting under the track. They also installed a special 107 lb rail to gain a couple of inches more clearance. I know the state funded some work and you reminded me that NS also funded some. I seem to recall that some of the NS funding was for track improvements between Mechanicville and Greenfield, MA. I will have to ask a friend if he knows what the present clearance is for the tunnel.
Here is an answer from my friend who is a retired B&M train dispatcher. Clearance in the Tunnel is 19 feet 6 inches. Standard double-stacks require 21 feet. Some will fit thru the Tunnel, most won't. In the past two years there have been two wrecks caused be running high cars under bridges on the wrong track: one at North Adams, the other at Athol.
Gezzz Gil, now that you mention it, I think I remember seeing a picture of the old catanery somewhere. I'll have to go back and see if I can find it again. I haven't thought about the electric operation for a long time now. Also, isn't it strange that they wouldn't have added two feet more height to the tunnel work to allow all double stacks to pass thru? I mean, as long as they were doing the job anyway. (?) I know Guilford is running some double stacks to Ayer, so they must have to be very selective at the point of origin. Bill
When Conrail was running all the cars for Ayer from CR were interchanged there or at Worcester. The B&M line from Ayer to Worcester was part of the old Portland Div and it continued from Ayer to Lowell and then to the old West route to Portland. After CSX took over they went back to interchanging at Rotterdam or Mohawk yard on the D&H. Why Guilford did not do the job right is a good question but if you remember the fight they put up before Amtrak started running Boston to Portland it might answer the question. I think they spend more on PanAm than they do on the railroad.
