Gee! Does this information come in bags? I have this brown spot on my lawn, see, and I think this stuff might help. . . The answer to the first part of the original question, however, proves interesting. The NYC interchanged with the Erie at numerous places. One example is traffic from NYC (Western District) stations to Edgewater, NJ, on the NYS&W. Of the 21 published routes, 11 were NYC - Erie at Kenton, Peoria, Martel, Phalanx or Braceville, Cleveland, Marion, Durbin or Gallion (all in Ohio) or East Buffalo, NY -- depending on the locaton of the origin station. These routes applied to traffic originating at NYC(W) points and destined for stations in the southwest moving via Edgewater and Seatrain to Belle Chase, LA; New Orleans, LA; and Texas City, TX. The rate must have been cheaper than dirt to attract traffic over that kind of mileage and elapsed time instead of direct rail over St.Louis or Memphis. A comparison of rates would involve searching through more than four more telephone-book-sized tariffs, which I don't have. Randy Brown - -------------------------------------------------------------- Interesting - From a NYC board Message text written by INTERNET:NYC-Railroad_@_yahoogroups.com rowlandskate said: >Did the NYC intersect with the Erie Railroad at any point, and if so were there any mutual running power arrangements? < It is the tip of the iceberg. All will be revealed in one of my upcoming books. But, the NYC held ownership of about 20% of Erie continuing into Erie-Lackawanna. To make a long story short, the NYC went so far as to dictate the schedules of certain Erie trains, including passenger trains and TOFC business so as to not provide direct competition with primary NYC trains. A lot of backroom deals were involved. John F. in California The Erie Lackawanna Mailing List Sponsored by the ELH&TS http://www.elhts.org To Unsubscribe: http://lists.elhts.org/erielackunsub.html ------------------------------
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