Re: (erielack) 1963 Notes - early MARC-EL?

["JG at graytrainpix" <graytrainpix_@_hotmail.com>]

Paul,

I gather that you're not much of a fan of conspiracy theories.  Perhaps you 
never watched the X-Files or visited the grassy knoll (ironic how close the 
MOPAC tracks were to that infamous site).  But just because I'm paranoid 
doesn't mean that the B&O didn't run 27 hour TOFC service from Philly to 
Chicago in 1963.  According to the B&O pictoral from the Motorbooks series, 
the B&O started dedicated Trailer Jet train (or "TOFCEE service", as they 
termed it early on) from Jersey City to Chicago in July of 1960.  The 
clearance project of the early 60's was mostly on the Parkersburg line to 
St. Louis.  And obviously, PRR service from Philly to Chicago was even 
faster and probably more reliable. As to the Alphabet Route, I don't think 
it ever hosted any primarily TOFC runs; I believe the main fare of the "AJ" 
Alpha-Jet trains was autos and parts from the Toledo area (other than that 
very brief "Jersey Jet" service around 66 or 67 via the Alpha route -- 
another failed experiment).  So, an attempt by the EL/RDG/CNJ to compete 
with clearly faster and better service on the PRR and B&O really seems like 
a left-field move. And it wasn't a "warm-up act" for future RDG TOFC service 
via Hagerstown and Connellsville.  Thus, I still think there had to be a 
political motive behind it.

As to the CNJ and Reading being such financial millstones: their main 
problem was something you alluded to earlier, i.e. ICC rate formulas that 
were biased against terminal roads with very short line hauls.  Rate 
divisions favored the road-haul / long-haul lines.  The CNJ and RDG 
originated and terminated a lot of freight traffic, and the B&O benefited 
the most from it, with perhaps the NKP / Alphabet Route coming in second.  
The EL got maybe one or two trains a day from the CNJ, and maybe enough for 
one train from the Reading between Newberry and Rupert. Compare that with 
the 4 or 5 trains each way that the B&O was running between East Side and 
Communipaw up thru the late 60's; and the 3 or 4 trains going to and from 
the WM daily at Hagerstown.  Now, if you could have diverted say 60% of that 
traffic to the EL in a hypothetical merger, well, Hornell and Meadville 
would have started looking more like Altoona and Conway in regard to traffic 
density.

In the end, Conrail was able to integrate the CNJ, RDG and LV into a 
profitable system.  But admittedly, it took a whole lot of modernization 
capital to make that work correctly.  Such capital was provided through 
generous government loans and guarantee packages.  It's true that a 
hypothetical EL-CNJ-RDG-LV combo in 1964 would not have had good access to 
fix-up/pare-down capital; the paybacks would be too slow and unsteady, and 
the feds probably weren't ready to step in with guarantees.  So, I will put 
forth an alternative conspiracy theory behind the hugely irrational TOFC 
train of 1963:

As mentioned already, the RDG and CNJ were negotiating with B&O/C&O at the 
time for increased aid, and ultimately merger inclusion.  Ditto between the 
EL and the expanding N&W.  The TOFC train service in question might have 
been a feign, a threat to Chessie and N&W to take the poor guys seriously or 
face the possibility that they might get together on their own, and take 
with them those 4 to 6 trains they provided each day to the big systems.   
Not too long after 1963, the CNJ got some old engines from the B&O and N&W, 
and eventually some SD40s.  I think the RDG got some financing help on new 
power.  And the EL eventually got Dereco assistance.  The big systems 
eventually did make good on what they sort-of promised the ICC about helping 
the poor roads, when their consolidation cases were before it.  But they 
clearly dragged their feet.  So, this is another possible way that the 
puzzle pieces came together.  But yes, it's all just a guess.

Perhaps a clunky 31 hour TOFC schedule relying on at least two connections, 
in competition with one-road, one-train services that were 4 to 7 hours 
faster, was pure stupidity; another example of Edsel thinking.  Personally, 
I'd like to think not, given that I'm an EL fan still loyal to its memory.  
But unless someone who was there at the time comes forward, guesses and 
theories are all we have.

Jim Gerofsky

>From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
>To: "JG at graytrainpix" 
><graytrainpix_@_hotmail.com>,<erielack@lists.railfan.net>
>Subject: Re: (erielack) 1963 Notes - early MARC-EL?
>Date: Wed, 4 Apr 2007 05:47:09 -0400
>
>Jim,
>
>I wouldn't read that much into this TOFC runthrough service. At that time 
>TOFC was relatively new for many RR's; they were trying various things, 
>many of which with the benefit of hindsight, had no chance of success. For 
>CNJ and RDG, the EL, B&O and PRR were the three main trunk line connections 
>that reached Chicago etc and they carried on substantial interchange with 
>all 3. MARC-EL was no more attractive to EL in 1963 than in 1973. CNJ was 
>already a "hopeless case" of the East (the other being the New Haven), 
>while RDG was saddled with the hugely excess plant of the 
>anthracite/passenger age. EL didn't want those millstones around its neck 
>any more than N&W wanted EL. (Neither did C&O/B&O). EL could participate in 
>the Elizabethport and Philly interchange without assuming the liabilities 
>in a merger. I'm thinking now that the trains began running perhaps because 
>the RDG was ready to begin TOFC service to Chicago before the B&O and 
>Alphabet clearances were quite finished.
>
>Paul B
>
>

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