Malcolm Laughlin <mlaughlinnyc@...>

the steel mills of Buffalo out of coal county(WvA/Va/ Ohio/Ky)would have
moved in whose coal cars other then PRR

PRR was not at all dominant in Buffalo. The largest line connecting the bituminous coal fields with Buffalo was the NYC. It was a secondary main line point for PRR, ERIE and B&O. Although also served by coal roads LV and DL&W, they did not handle much, if any, bituminous.

The nearest large coal area to Buffalo was the Clearfield district. It was served primarily by NYC and PRR. ERIE and B&O also had a few lines in that area and served mines further west in PA.

NYC might also have handled P&LE coal from the Monongahela River area, but that's rather a long haul and it wouldn't make much sense cost wise to send coal from there to Buffalo when that area is so close to the Pittsburgh and Youngstown mills and Clearfield is much closer to Buffalo. It would be interesting to know if there was a significan volume from the P&LE to Buffalo.

Now to get to the marks of cars. IT depends to a great extent on the origin road. From NYC origins it would be mostly NYC (my guess 70 to 90 %) with s fair number of PRR cars (guess 10 to 20 %), lesser number of B&O and ERIE and random cars from any other NE road. From PRR origins, roughly same picture substituting NYC and PRR marks. I've no idea what the ERIE and B&O car supply situation was like. From P&LE mines it would have been almost all P&LE cars. P&LE was one of the very few railroads in the northeast that was wealthy enough to own enough cars to load mostly its own.

Malcolm Laughlin, Editor 617-489-4383
New England Rail Shipper Directories
19 Holden Road, Belmont, MA 02478

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