Moderators: Komachi, Ken V
Gilbert B Norman wrote: ↑Wed Sep 08, 2021 1:38 pm With their 49% of the Indiana Harbor Belt (NS and CSX the rest) along with whatever overhead trackage rights the Canadian Pacific enjoys over the Norfolk Southern's New York Central Water Level Route puts them in a far more competitive position for this auto industry traffic and they're "just in time" delivery requirements than the Canadian National could be. I'm certain that Canadian Pacific could find the "Loonies" to quickly get the MILW up to Class 3 and "get in the game" for this auto industry business.You see, that's just the problem, trackage rights. It's almost always better to have your own route to use someone else's. Now if Canadian Pacific wants to compete for Kansas City-Detroit auto traffic, then who will their main competitor be? Norfolk Southern via the ex-Wabash; and whose railroad does CP have to use for half of its route? NS via the ex-New York Central Water Level Route. NS is going to screw those trains over and prevent that "just in time" delivery from ever happening. Sure, on paper CP's route might be more direct than Canadian National's, but at least CN's route would be CN's exclusively, meaning they have full control over the trains on that route. Does CP have full control of trains over the Water Level Route? No, they are at the whim of an NS dispatcher. I'd go to say that an all CN routing via GTW-IC-GWWR with all its fault would be far more reliable than a CP route via NS for this very reason. My attempt to piece together MILW-IHB-PM was to give CP its own route which it would control, even if it is longer.
JayBee wrote: ↑Sat Sep 11, 2021 10:34 pm CP has no access to Auto Assembly plants in Kansas City or Detroit nor anywhere in between, so the only autos CP is hauling is from Canada or IHB to Minneapolis or to destinations in Canada.Mr. Jaybee, have you knowledge that CP's access to Detroit industries, which of course means auto, is limited with CRSA?