department in 1965, I had the freight schedules of nearly 100 Class 1 railroads in my desk. KL --------------------------- The sharing of freight schedules was an industry custom. Each railroad sent c

department in 1965, I had the freight schedules of nearly 100 Class 1 railroads in my desk. KL --------------------------- The sharing of freight schedules was an industry custom. Each railroad sent c

Mike, Why is that a "Generally accepted belief"? Russ. Interesting. For those not aware, the generally accepted belief [ and I don't question it ] is that UP did not see many loaded SFRD reefers and t

Posted by: "tgregmrtn@..." No Tim, Just routed ATSF-STKTN-WP- OGDN-UP-OMH- CNW-CHGO_ FF as I have said, just a bridge to Chicago... No direct routing... 3^) a shippers routing I would suppose... I

I'm sorely tempted to buy it just to find out which NYC auto-parts trains connected with the Cotton Belt at East St. Louis during this period, but in fairness I think one of the NYC people on the list

There were many shippers served by both the SP and SF. Also consider those on the shortlines like M&ET, etc. Once the cars were placed, there was nothing to keep the shipper from sending a load via AT

Can't resist reminding you of The Water Level Route - you can sleep. Malcolm Laughlin, Editor 617-489-4383 New England Rail Shipper Directories 19 Holden Road, Belmont, MA 02478

osted by: "Tim O'Connor" timboconnor@... Tom Madden wrote PRR was in a steep decline at that time. If you had visited during PRR's heyday, 1900-1915, I imagine a much different impression. ===

If the ERIE is supposed to be the bridge line to New England, it seems like a lot of Maine spuds are moving on the PRR compared to the ERIE. Bruce F. Smith ======== Let's not start comparing app[les w

Something else to consider in regard to the share of traffic thing. While PFE may have preferred one eastern road, say the SDG, it was owned by SP and UP, which had relationships with other roads, say

Posted by: "Anthony Thompson" Schuyler Larrabee wrote: Ahem. If you check, Schuyler, you will find that PFE's traffic through Chicago was more than 50% greater than SFRD, and in some years was double.

the Erie makes a good story, but I don't believe it's borne out by the facts. ============ This overlooks an essential fact. It was the shipper who determined the routing, not SF or PFE of their owner

I don't dispute this, but Erie wasn't exactly dominant. NYC and PRR were major carriers, and the NKP/WAB-LV/DL&W routes were not insignificant. Not true. If you look at those trains arriving Chicago a

The idea that the PRR's having a lot of icing stations meaning that they carried more is a great example of deducing incorrect conclusions from documented information. A lot of icing stations, ....sug

Also anecdotally, I've seen many pictures of NKP fast freights with reefers, esp meat reefers. Where did they go after the NKP brought them to Buffalo? Surely not all on the Erie, since you also had L

I try to be polite in my postings and apologize in advance for some of the tone of this one, but the following quote is maddening, and I can’t understand why such nonsense persists. That statement is

Posted by: "Kurt Laughlin" "The purpose of the MWR cars was to carry Mason jars from Muncie to wherever they were consigned and return promptly (empty, if necessary) to Muncie to be re-loaded." , but

Posted by: "Ian Cranstone" There are doubtless others, but my effort can be found at: www.nakina.net/ aartype.html =============== Thanks Ian, that's the one I was looking for. It has a history of cha

Of course, EARLY in the 20th century it wasn't yet the AAR <g>. ORER of the period. It is the MCB codes that I'm talking about. The system was administered by the AAR in the late steam era. They were

Somewhere out there is cyberspace is a web site that has the AAR car type codes as of various dates from early in the 20th century. Can someone give me a reference to that site ? That's something that