Railroad Forums
Moderator: David
nick11a wrote:It never ceases to amaze me at the complexities of that junction.Its quite simple Its NS and CSX up to the Eastbound Home Signal ( Royce included) From Inside the Interlocking East its Conrail. BRI gets confused becasue the lead off the Royce into BRI goes past the eastbound home siginal of CP- Port Reading Jct.
Trainlawyer wrote:Note to Rising - Yesterday was the deadline for the reply and we have not seen it yet. Of course it could simply be lost in the stack of filings concerning the cost of capital.And even more complicated if NJT reactivating Trenton Service will use the ex-Reading alignment which is what I've seen on project maps and include a stop at Bridgewater to leverage the large parking lot. Is there room for another track (it was double track once) or would the solid waste track have to be displaced? Did NJT retain rights over the former Reading there?
As Wolfboy has pointed out the physical layout now is really quite simple. It has not always been so. In my younger days it was the North-South double track Delaware and Bound Brook main crossed the East-West double track Lehigh Valley main at grade. The Port Reading Branch split from the D&BB south of the diamond and went east toward Bound Brook. The Jersey Central's Johns Manville Branch (Yes - it was a formal branch requiring ICC abandonment authority) came in from the northwest till it was parallel to the D&BB, then turned west again to join the Lehigh Valley where the out-of-service track in the car dealer's yard is now. I believe all three carriers switched Johns Manville.
What makes it seem complicated it now are the legal shenanigans over property lines, the meaning of "Control Point", and the occasional fantasy railroad trying to claim access.
GME