I've sailed to Nova Scotia. if you're in a constricted area (like between a point of land and an island) the currents from those giant tides can get really scary. If you're in a craft with a top speed of 6 knots, getting hit by a 4-knot cross-current will raise your heart rate fast. And eddies can suddenly start turning the boat, trying to spin it around. Not fun.
One thing about the Port of Saint John - it is already a significant port besides container traffic. There is significant shipping traffic using the port already. So it is not as if having a larger container ship than currently calls there is something that is out of the ordinary. You can see photos on-line of huge cruise ships berthed there simultaneously along with numerous other merchantmen scattered around the port. For the Port of Saint John, going up to 8,500 TEU container ships is a change but an incremental change to all the shipping activity of all types already taking place.
As I recall, the "acid train" that once came through my area originated in St Johns.
I believe it was chiefly chemicals, and was separate from the regular trains that ran through here.
Eventually, those trains stopped, undoubtedly rerouted elsewhere.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Here is an article on the Port of Saint John expansion from November 2020:
https://atlanticbusinessmagazine.net/article/west-side-modernization-project-positions-port-saint-john-for-global-growth/
Here is an example of the type of ship that can call at Port of Saint John after the expansion and dredging is complete. 336 meters long, 45 meter beam, 11.7 meter draught, and 9,572 TEUs.
https://www.marinetraffic.com/en/ais/details/ships/shipid:121795/mmsi:209251000/imo:9307229/vessel:PUSAN_C
kgbw49Here is an example of the type of ship that can call at Port of Saint John after the expansion and dredging is complete. 336 meters long, 45 meter beam, 11.7 meter draught, and 9,572 TEUs. https://www.marinetraffic.com/en/ais/details/ships/shipid:121795/mmsi:209251000/imo:9307229/vessel:PUSAN_C
Position Received: 2020-12-10 17:35 UTC
Vessel is Out-of-Range
Area: EAFR - East Africa
Current Port: - Near Reunion Island
Latitude / Longitude: -21.37123° / 56.57287°
Status: Underway using Engine
Speed/Course: 18.2 kn / 124 °
AIS Source: 2868 Tony D
Never too old to have a happy childhood!
Pusan C is currently on its way to Australia, but recently called at the Port of New Orleans and was the largest container ship to do so to date. See the picture caption in this linked article.
https://www.railwayage.com/intermodal/port-nola-moves-forward-on-new-container-terminal/
The point of the post noting Pusan C is that in its dimensions of length, beam and draft, Pusan C is an example of exactly the size of vessel that Port Saint John is being modernized to handle and will be able to berth once the modernization program is complete.
That is what CP is looking at strategically, and perhaps CSX may be as well.
Looks like the STB is sending CSX back to the drawing board. One wonders if divestiture of Pan Am Southern to NS will be required by the time it all shakes out.
I don't know NS would actually want Pan Am Southern. It's constrained by Hoosic Tunnel clearances, and the present deal gives trackage rights to NS over the CSX ex-B&A for stack trains, plus NS doesn't need to own the substandard clearance line, forcing CSX to maintain the parallel lines.
Sorry, my bad for lack of clarity. I meant in addition to the doublestack trackage rights.
The idea being to keep two Class I competitors in New England to a greater degree than the current CSX proposal.
It should be interesting to see what shakes out!
I would also like to see NS acquire Pan Am Southern, if not just for the apparent balance. I suppose since they bought the southern half of the ex-D&H when they did not have to, maybe they would also take full possession of PAS, if they got it at a bargen price.
Historically, New England was served by more regional railroads that pretty much went no further west than approximately the west shore of the Hudson, or were north-south connections to Canada.
Boston and Maine, New Haven, Rutland, Central Vermont, Lehigh & New England, etc.
The one exception was the Boston and Albany, which as part of New York Central was part of a larger system with longer reach.
Pan Am Railways is primarily the Boston & Maine with remnants of the other systems.
CSX is the successor to the Boston & Albany, and that won't change if they are allowed to purchase Pan Am Railways, but they will also become partial successor to the Boston & Maine.
If the STB is interested in enhancing competition with two strong competitors, requiring divestiture of Pan Am Southern to Norfolk Southern in addition to the doublestack trackage rights would set up most of New England with two large-system competitors for the first time ever.
(Plus the ever-present truckers, of course.)
For NS to get all of Pan Am Southern the Hoosic tunnel may become a real impediment. The last collaspe of the tunnel may be an indication of more problems in the future. Can someone explain the actual conditions of the rock and soil that has caused these problems. Could the tunnel actually be reinforced to prevent these problems ?. Also any way to increase clearances if improvements were made ?
It would seem prudent that if NS gets PAS that NS would be awarded unlimited trackage rights around Hoosic if another possible collaspe happens. That would include keeping all crew qualified on detour route(s).
Hapag-Lloyd is scheduling additional calls on Port Saint John. Container activity is picking up at Port Saint John even prior to completion of the $205 million expansion.
https://www.prnewswire.com/news-releases/cp-and-hapag-lloyd-announce-additional-seasonal-call-into-port-saint-john-301531535.html
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