Potomac Yard clearance limitation, or was it the Baltimore tunnels?

[nw-mailing-list at nwhs.org]

Harry, Charlottesville clearance problems. Do they still exist? Seem strange with huge revenue dollars involved that undercutting was not an immediate option. The one thing that RxR are excellent about is infrastructure. I know that budgeting is somewhat equivalent to Congressional action but some of the delays are beyond belief when it come to mainline problems that are oblivious they will give a 100 year life of good returns.

Oakie G Ford
IRONTON, OH



----- Original Message ----- 
From: nw-mailing-list at nwhs.org 
To: nw-mailing-list at nwhs.org 
Sent: Friday, July 08, 2005 8:08 AM
Subject: Re: Potomac Yard clearance limitation,or was it the Baltimore tunnels?


As mentioned by Jim Foley, the controlling structure on the Washington
Division (now NS's Piedmont Division) was at MP 112.2, in Charlottesville.  This
is an overhead bridge that carries U.S. 250 (Main Street) across the tracks.
Because the structure is an ARCH, not all tracks would  clear TTX cars exceeding
17'9".  NO fully enclosed auto racks would clear.  Clearance was so critical that
Southern had installed a detector at Proffit, six miles or so north of the structure.
(I don't know where the detector was for movements approaching from the south).
As a train approached the detector, it would project a beam across the main line.
If an excessive dimension car broke the beam, it would set into motion measures
to stop the train before it passed beneath the Main Street arch.

Clearance on the St. Thomas Division was so critical that auto racks moving
Windsor-Fort Erie were equipped with 33" wheels, not 36" wheels.  GM had an
assembly plant at Talbottville, Ontario which required such equipment.
                                                                 Harry Bundy


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