The most significant relationship was with N&W via Dereco 1968-1972. Prior to that, EL had significant interchange with Wabash routes at Bfo and Huntington IN, and NKP routes at Bfo and Lima OH. With Dereco came runthru's ECE/WCE Decatur IN-Cx via Huntington, and later the Cannonballs (E St Louis-Cx). Also increased coordination at Bfo with the TC-series trains and DN-90/ND-91, although these weren't runthru's because they were reclassified at Bison; I'm not aware of any power running thru Bfo. These operations continued after Dereco, although the CB's succombed to the recession in late '73. In Chicago, EL co-owned C&WI which we've discussed, and BRC which handled much of EL's interchange via Clearing yard. Beginning in '68, runthru's were operated with several roads: CB&Q/BN, CRIP, MILW, ATSF, CNW and ICG, the first three with runthru power at times. This didn't involve any special relationships, just a more efficient way of interchanging traffic in Chicago when volume justified a dedicated train. These arrangements also reduced EL's dependence on The Belt. Finally, EL had haulage rights over B&O from Dayton to Cincinnati and Indianapolis, an arrangement dating back to the ninteenth century and A&GW. Paul B Hi folks, In an effort to expand the geographic scope of this operation, were there any other areas where EL had tight-knit relationships with other roads? The CNJ-EL joint trains are obvious, but what else was there? Another obvious thought that comes to mind were the Penn Central runthroughts on the Port Jervis-Maybrook trains (NE-74, I think?) And once upon a time, there were the joint Erie-P&LE passenger trains from Pittsburgh-Cleveland. Were there any other relationships west of Binghamton with other roads, or were they just simply interchange partners? - - Paul The Erie Lackawanna Mailing List Sponsored by the ELH&TS http://www.elhts.org ------------------------------
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