(erielack) Tonnages for 99 and 100-series trains

["Paul Brezicki" <doctorpb_@_bellsouth.net>]

Sorry about the late response; I've been away. Back in the 70's, the usual
intermodal configuration was 2 40' trailers on a long flatcar. Each trailer
averaged 20-21 tons, flatcar tare was 34 tons, so gross car weight was 74-75
tons. So you can roughly estimate train weight by multiplying this figure by
# of cars, making downward adjustment for empties. EL TOFC trains were
usually 30-60 cars so you get a tonnage range of 2100-4500. Occasionally one
would run to 70 cars (up to 5200 tons) and on one occasion in 1974, NY-100
was dispatched across the flatlands with 96 cars (over 7000 tons), but this
monster was split into sections at Marion.

EL intermodal loadings grew substantially from 1972-74 and then tapered off
somewhat due to the recession.
Second-100 traffic was maintained since it was predominantly UPS traffic,
which was relatively recession-resistant. It made pickups at Huntington and
Marion and setoff at P Jervis.

Paul B

We ran an article entitled 'Daily Operations of UPS Train 2/NY100 - January
1975' in Vol. 6, No. 2 of The Diamond back in 1991, authored by Doug and
Lance Melin, and on pgs. 6-7 gives an overview of on-time performance at
various stations between Chicago and Croxton, as well as engines, cars, and
tonnage...

During that time frame, tonnages departing Chicago ranged from a low of 1624
(22 loads) to a high of 2795 (33 loads). Pickups were made at Meadville &
Port Jervis which increased tonnage coming into Croxton...

Doug & Lance Melin also did a similiar article on A/CX-99 which appeared in
Vol. 4, No. 2 of 'Erie Railfan' in 1978

Rich Behrendt
ELHS #384

- - ----- Original Message ----- 
From: <Wdburt1_@_aol.com>
To: <erielack_@_lists.railfan.net>
Sent: Sunday, March 12, 2006 8:09 AM
Subject: (erielack) Tonnages for 99 and 100 series trains


>I spent a lot of time watching CX-99, NY-100, TC-100, PB-100, and 2/NY-100
> near Cuba NY during 1969-1973 or so, and to a lesser extent until 1976.
>
> Except for 2/NY-100, these were the trains I could observe in the late
> afternoon hours, and once I got a drivers license I often paced 2/NY-100
> over the
> hill, around midnight.  Some great memories there.
>
> My recollection is that train lengths varied significantly.
>
> CX-99 and NY-100 were most consistently long trains, probably well in
> excess
> of 5,000 or 6,000 tons.  By the way, if you study the running times of
> these
> trains in the back pages of the timetable, you will see that these two
> trains
> were not the fastest pig trains.
>
> I have a photo of PB-100 with five B&M GP-9s but recall that it tended to
> be
> a shorter train.
>
> During 1970-72, 2/NY-100 was relatively short and fast.  My recollection
> is
> that its average length grew over time, even when other business was
> shrinking,
> and it was a still substantial train right up until late 1975.
>
> All this is purely anecdotal and "for what it's worth."  You may want to
> research the overall stats showing how EL's TOFC business grew like topsy
> through
> 1972-1973 until the Traffic Department realized in 1974 that they were
> giving
> it away, whereupon EL canceled a large number of trailer leases and
> demarketed
> some business.
>
> WDB
>
>



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