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(erielack) Latest DIAMOND

I agree with Steve Timko and others that the Cleveland branch was not considered for abandonment; the ore traffic alone would have kept it viable.

As for TOFC traffic, the big player here was NKP/N&W which had a fairly busy circus-style facility at their 55th St yard. Being an intermediate point rendered TOFC pretty marginal for all roads because of the shorter haul, but N&W had the longer line-haul to KC for some of the traffic which improved profitability. In the 70's as mentioned, west traffic and some of the east traffic was handled via the Akron ramp. For several years EL provided overnight service Chicago-Akron via PB-100 and ACX-99, but this was dropped in 1974.

CX-99 no longer handled Cleveland TOFC once it became the UPS train in 1970. This traffic shifted to NY-97/MC-1, and eastbound trailers went on CM-2/NY-100.

Paul B

did Erie or EL ever seek TOFC of Intermodal freight to or from  Cleveland
to compete with NYC and PC
 
TOFC traffic moved daily from Croxton to Leavittsburg on the CX-99  (usually) 
and set off on #6 track for further movement to Cleveland.  The  
Cleveland-Leavittsburg Local or train MC-1 (or 177 as it was known at one time)  moved the 
cars to Cleveland.  These were the former Cleveland Shipper's  cars that 
previously moved in boxcars.  There was not much TOFC to  Cleveland on the EL but 
the little that we had was steady.
 



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