Fwd: (erielack) EL Interchanges with the Chessie System(2)

[Smtimko_@_aol.com]

Let me add a few comments about the interchanges shown on the attached  
message.  These are from personal observations while working on the  Mahoning 
Division from 1965 to Conrail day:
 
Kent: While an active interchange, was actually only used as a detour route  
if EL or B&O had derailments.  Nearest actual interchange was Akron for  
general interchange service.
 
Ravenna Arsenal (a/k/a as Ravenna Army Ammunition Plant and/or Atlas,  Oh):  
Tracks connected in the Arsenal through the USA RR but was not used  for 
interchange.
 
Leavittsburg: Again, while an active interchange, was used for detour  trains 
in the event of derailments.
 
Warren: Active interchange for misc. freight (at Pine St. Warren) and for  
unit coal and ore trains east of Warren (Burton Street) (Actually was over 200  
cars on some days.)
 
North Warren: Active for misc. freight that originated/or terminated in the  
North Warren industrial area.
 
Niles: Active interchange for freight to/from Niles industrial area and  
freight to/from EL Lisbon Branch.
 
Girard: Cars of scrap for steel industry.  Very active.
Youngstown: Freight for Youngstown industries---newspaper, product,  etc.
New Castle (and New Castle Jct.): Local freight to/from Sharon/New  Castle 
Branch.  Half dozen or so cars per day each way.
Cleveland:  Local freight
Salamanca: Unit coal trains to B&O and empty trains returning.  
Brockway, Cramer, Howard and Johnsonburg and Mt. Jewett were mainly unit  
train operations where EL coal trains operated over parts of the B&O, some  of 
which were actually the original Bradford Division.
 
Addison and Wellsville as shown on one post would by EL times actually be  
the WAG.
 
Akron and Lima were on the Marion Divn but were active interchanges for  
local freight. 
 
Hope this helps somewhat.
 
smt
 

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The Official Railway Equipment Register, July, 1954:

Erie / B&O :  Addison, NY; Akron, O; Barberton, O (via A&BB) (Note 1); Brockway, Pa; Buffalo, NY (via Buffalo Creek); Chicago, Ill (via BRC); Chicago,Ill (via CR&I); Cleveland, O; Cramer, Pa; Dayton, O; Girard, O; Hammond, Ind (via IHB); Hammond, Ind (via B&O CT); Howard Jct, Pa; Johnsonburg, Pa.; Kent, O; Leavittsburg, O; Le Roy, NY;Lima, O; Mansfield, O; Mt. Jewett, Pa; New Castle, Pa; New Catle Jct, Pa; Niles, O; North Warren, O; Rochester, NY (via PRR or Subway-LV); Salamanca, NY; Silver Springs, NY; Sterling, O; Warren, O; Wellsville, NY; Youngstown, O (Haselton, O).

Erie / C&O ( Chesapeake Dist) : Chicago, Ill (via CR&I); Clearing, Ill; Griffith, Ind; Hammond, Ind (via IHB); Hammond, Ind (via B&O CT); Marion, O; North Judson, Ind.

Erie / C&O (Pere Marquetter Dist) : Chicago, Ill  (via CR&I); Clearing, Ill; East Buffalo, NY; Hammond, Ind (via IHB); Hammond, Ind (via B&O CT); Suspension Bridge, NY.

(Note 1 -  Track connection but not regularly used for interchange)

DL&W / B&O : DL&W Jct ( B&O Jct) NY; Buffalo (East Buffalo) NY.

DL&W / C&O (Pere Marquette Dist) : Balck Rock, NY (Note 1); Buffalo (East Buffalo)NY.

When EL happened, then Chessie System, many of these would have been redundant; but one of any pair would have remained.

A common industry, served by both railroads, would not normally be an interchange point.

Interchange points were established by tariff, not physical connection.

Randy Brown
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When I was in Kent, OH from '76 - '82, there was never (to my knowledge)  active interchange between Chessie and Conrail at Kent.  

In Ravenna, there was no connection between the B&O/Chessie tracks and the  Erie/EL/Conrail tracks. . . .
The Erie/EL/CR ran on the north side of the Ravenna Army Depot, with the B& O/Chessie running on the south side along Rt. 5, and maybe a connection could be  made there, but there was no active interchange between the 2 through the  Depot... 

Rich Behrendt
ELHS #384

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