In 1955, Pennsy was receiving 60,000 carloads annually of perishables from the Indiana Harbor Belt at Dolton. That's not too shabby. Randy

Malcolm Laughlin wrote: Because we have a lot of PFE statistics. SFRD data don't seem to be out there. FGE and WFE is another big source, but I don't know their statistics or routings

Malcolm Laughlin wrote: I too wondered about Greg Martin's statistics. I would very much doubt that PRR got long-haul perishables to the extent of Greg's number, but of course would have

wrote: for iron ore, but had a high reject rate before being sent to mines for grains. =========== Something else to think about. If they couldn't hold grain, how would you expect them to hold the

east from Michigan via Southern Ontario (shortest route I would think) to get to NY State, etc. via Niagara Falls and Buffalo and on to NYC, etc. I've seen plenty of pictures of Wabash hauling great

the Wabash at Council Bluffs, routed through Michigan and Southern Ontario to Niagara Falls/Buffalo for interchange to NYC, DL&W, LV, etc.? ============ Likely not much at Council Bluffs. that was

A lot of them were pretty tight. On the NYC we used a lot of them for iron ore, but had a high reject rate before being sent to mines for leaky doors. If they would hold iron ore, no problem with

Michigan to New York State through Southern Ontario where the Wabash had running rights on a through east/west CNR line? > ================= Yes, for their traffic to the Buffalo area. But you can

Marysville, CA. There was always a Wabash salesman around wining & dining our packing house managers and as as a result most of the fruit went to New York auction ============== I'd be very careful

This is very helpful. The data I have shows that in 1947, UP sent 38,576 loaded cars to the WAB at KC, and in 1954 that increased to 54,487 was 10,781 cars, and in 1953 it was 14,369. Anything in all

tgregmrtn@... wrote: for all perishable produce traffic from the Mississippi east, nearly the sum of the NKP and Erie together, for most of the 50's (and Likely before) until the traffic dwindled

Ames, the curator, when he was with the NMRA Library in Chattanooga and found him very cooperative over the phone. Who's Barringer ? Do you mean John Barriger's collection ? >

Ames, the curator, when he was with the NMRA Library in Chattanooga and found him very cooperative over the phone. > =============== Who's Barriger ? Do you mean John Barriger's collection ? >

Chet, Thank you. Exactly the information I needed.. To have a C&IM hopper on the layout would have been good, but certainly in prototypical colors. Appreciate the help.

Severall years ago I inquired about the C&IM two-bay offset hoppers. Someone on the list responded that the hoppers were once painted green while in service for the C&IM. Is this accurate? If so,

Good Afternoon: For those who have an interest in such events, the annual, Toronto Meet is going to be held on 22 April, 2006 at Humber College which is located in the north-west area of the

Bob how is that book for pictures, where did you get it and how much did it cost? How do the pictures compared to the soft cover book the C&O society reprinted (it has a black and white cover)? Ed

Because the top chord would then be in the interior of the car. If the car were to be rotary dumped (and most export terminals were using rotary dumpers) the coal wouldn't all come out of the car, it

I Tony, I am also sure that RI handled westward empties. But the interchange reports are for loaded cars only. So, taking the 1952 Kansas City RI <--> WAB example, we have: LOADED CARS TO

Yes, Frank. I'm talking about the eastern end (relatively speaking) of the run, east from Michigan via Southern Ontario (shortest route I would think) to get to NY State, etc. via Niagara Falls and