MSchwiebert wrote:The BG breanch served as the connection track between the Willard division and Toledo division that enabled Willard to Toledo moves. As B&O and C&O operations became more intertwined (and a connection track built at Fostoria) the BG branch became redundant and was abandoned by the late 1970's. At one time there were "wyes" at both North Baltimore and Tontogany so access could be gained from either direction at either junction, but as mentioned earlier the primary purpose was for Willard-Toledo (and vis-versa) routings.
Not to get off topic, but I thought I read somewhere that the line from N. Baltimore to Tontogany pre-dates the line continuing west towards Deshler and Garrett. The B&O built west from Chicago Junction (Willard) it got to N. Baltimore. About the same time, they got a controlling interest in the north south line through Deshler (was it CH&D that far north?). Seeing Toledo as a new market for them, the B&O quickly built between N. Baltimore and Tontogany to gain access to Toledo from the east (most direct way they could at the time). They then continued west and built the diamond at Deshler before pushing further west. Otherwise, had the B&O been firmly established, it would have made more sense to build the connection at Deshler, rather than 10 or 15 miles of additional ROW. Unless they had the ulterior motive of tapping Bowling Green traffic?
Getting back to the Toledo Branch, did the B&O get anywhere near the T&OC in Bowling Green? Also, where did the B&O's Findlay Branch end at? You can still see remants of the former Findlay, Fort Wayne, and Western around the 44 signal. I've been told the bridge in town used to be shared by the T&OC and FFw&W, using a gauntlet track.
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