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(erielack) EL CWR

One track only:

Vicinity of Hinsdale NY--might be Conrail era
Two short segments near Carrollton NY
"RH" MP S 14 to Waterboro MP S 23.10--1966 (ex-DL&W rail?)
MP S 34.45 to 35.74 west side of Jamestown--1975 probably USRA financed
Columbus & Erie cutoff approx MP 6.5 to CM Junction--1975 again
CM Junction (MP S 56.33) to MP S 58 at Columbus
Corry to MP S 66.46 near Concord--1960s
MP S 98.25 to S 100 east of Meadville

My impression is that EL spent money on CWR only when they absolutely had to 
replace head worn or curve worn rail.  They recognized the advantages, but 
lacked the money to do so on a larger scale.  Notice that the single track 
RH-Waterboro segment, and the heavily used C&E, got it.  Availability of ex-DL&W 
rail may have helped with the 1960s projects.  Based on some older track charts, 
what was being replaced was pretty beat.

Another thing to keep in mind is that they often used CWR on the tangents and 
stick rail on the curves.  Best explanation I have is that stick rail could 
be transposed with manual labor while transposing CWR required heavy equipment. 
 Modern practice it's not.  

Now here is an interesting question--why did they NOT install CWR on the 
Kinzua Dam relocation of 1965, instead using a lot of older rail including some 
non control cooled 112RE?  

WDB  


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