Thanks for the research, Mike. "...the Erie would make up a Newberry Junction train at Corning (or Gang Mills after c. 1951) with Erie power and caboose but that the train wiould be crewed by NYC men who would submit an Erie timeslip and be paid directly by the Erie Railroad." This arrangement does fit the definition of trackage rights; since the Erie paid the NYC crews directly, they were in effect Erie employees while operating these trains. "...the NYC would be paid 35% of the Erie's revenue with the Erie still absorbing the power, car hire, and crew costs of Trackage Rights..." I'm guessing the revenue in question was the pro rata portion for the NYC segment. If the Erie had to hand over 35% of the revenue for 13% of the mileage (from Chicago) and pay the avoidable and terminal costs from the remainder, I don't think it would have been profitable for long haul traffic. If it was indeed 35% of the entire move, it would have effectively limited Erie to shorter hauls. Perhaps this would explain your earlier recollection about traffic being restricted to NY state; it was a practical as opposed to contractual limitation. "I would opine that the RDG favored Newberry Junctuion because it maximized its revenue (it being the RDG's longest haul from Philadelphia, for example)." RDG had incentive to route wb loads via Newberry Jct. Did it continue to do this after EL switched to Rupert? Did it also short-haul wb empties to Rupert? Paul B The Erie Lackawanna Mailing List Sponsored by the ELH&TS http://www.elhts.org ------------------------------
This HTML page is © 2000-2008 Blue Moon Online System and The Railfan Network
This page and the data contained therein may not be reproduced
for any form of commercial use without the explicit permission
of J. Henry Priebe Jr. or his duly authorized agent.