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RE: (erielack) Newberry Junction and Some Surprises

List - I promised some research on the Corning-Newberry Junction Trackage 
Rights.  Here is more, this time from the "Third Annual Report of the Board 
of Directors of Erie Railroad Company to the Bond and Share Holders - Fiscal 
Year Ending June 30, 1898" at pg.17:
       "It was deemed wise by the Board to strengthen the traffic relations 
of the Company with the Philadelphia & Reading System, and to this end a 
trackage contract was made with the Fall Brook Railroad Company under the 
terms of which your Company has the use  of that road for freight traffic 
between Corning, N.Y., and Williamsport, connecting at that point with the 
Philadelphia & Reading Road, upon advantageous terms, thus giving it a 
through line under its own control to and from the West to the Reading 
territory.  This arrangement has been in operation for some months and is 
entirely satisfactory."
      This 1898 Annual Report had even more information of some other items 
of special interest, back to pg 17ff:
1.  "In order to more efficiently handle the Company's anthracite coal 
traffic, the Board considered it necessary that it should have direct access 
to its own coal collieries as well as those of its shippers, enabling it to 
transact business without an intermediary.  A trackage contract upon 
satisfactory terms has therefore been made with the Erie & Wyoming Valley 
Railroad Company from hawley, on the Honesdale Branch, to the Company's 
Moosic Mountain Road [MJC-Moosic Mountain & Carbondale Railroad] and several 
other points from which it draws coal tonnage.   A glance at the map of the 
anthracite coal region and this Company's property therein will at once 
sghow the advantage of trackage rights over the above road, and your 
interests in that locality will, in the opinion of your Board, be materially 
advanced by this arrangement.  The agreement was made late in the year, and 
these rights were not used during the fiscal year just ended.
2. "The agreement between the Erie Railroad Company and the Delaware & 
Hudson Canal Company, under which the latter Company uses your tracks 
between Jefferson Junction, near Susquehanna, and Carbondale, has been 
renewed on mutually satisfactory terms."
3. "The lease of the Lockport Branch to the Lockport & Buffalo Railway 
Company, as approved at your special meeting held in July, 1898, has been 
executed, and the operation of the Branch by electricity was commenced in 
August [1898].  So far the result has been quite satisfactory and your Board 
will watch the further operation which much interest."
4. "The Wabash R.R. Company having determined to secure an entrance into the 
City of Buffalo, negotiations were opened with the officuials of this 
Company for the use of its tracks by that Road from the [MJC-International} 
Bridges to Buffalo, including terminal facilities at the latter place.  
These negotiations have resulted in a satisfactory agreement, and the Wabash 
Company is now using this Company's tracks and terminals as above stated."
      I was unaware of the E&WV Trackage Rights agreement(#1 above) and I 
will have to see if this was ever implemented.  On 10 June 1901 the Erie 
purchased, among other things, the securities of the E&WV and quickly 
integrated it into to what we knew as the Erie's Wyoming Division.
Anyway, I hope this information is of interest.
M J Connor




>From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
>Reply-To: "Paul Brezicki" <doctorpb_@_bellsouth.net>
>To: "EL Mailing List" <erielack_@_lists.railfan.net>
>Subject: (erielack) Newberry Junction
>Date: Fri, 4 Nov 2005 05:29:18 -0500
>
>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
>
>
>
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