NYC and PRR LCL services.

[jacksonbarno]

Does anybody know how LCL movements were handled over the PRR and the NYC?

For those who don't know, the PRR and the NYC competed over LCL traffic between points on their routes. The PRR had its Merchandise Service, and the NYC had the Pacemaker service, introduced in 1946 and 1945 respectively. The NYC was more successful and ran its services into the mid 60's, but the PRR got the short end of the stick and discontinued the service in 1961.

My question is, how were these services run, were they run in solid blocks, or were they spread out? What endpoints did they serve, and how long did the trademark paint schemes last?

Thanks!
J

 

[bl4882]

Hi Jackson,

The services you are referring to were not strictly speaking LCL. The distinguishing characteristic was that they used freight equipment that was rated for 65 mph and ran at passenger train speeds. They generally would run on a fixed route with specially designated pickup and dropoff points along the way. The freight was generally high value and time sensitive, or, at least, able to benefit from fast delivery. General LCL service continued to be offered by freight forwarders. The Pacemaker ran between NYC and Buffalo. When loaded these cars would not be mixed in a general freight train as they were very specialized. A freight train of the period might cover a bit more than 100 miles in a day, including standing and switching time, whereas these merchandise trains ran on passenger train schedules, covering 400 miles or more in less than a half day.

As I recall the history, this type of LCL service was initiated by the St. Louis Southwestern with their Blue Streak Merchandise. When the Southern Pacific took controlling interest of the SSW in the mid '30s the SP expanded the service to cover the entire system. Carrying over from the SSW's practices, trains were short and the road locomotive was never uncoupled from the train until it reached its final destination. Until the '50s a rider coach was used for the crew as cabooses rated for the speeds were generally not available. The cars were equipped specially with steam and communication lines, in many cases. All railroads that offered merchandise service extensively used specially painted equipment, the NYC featuring vermilion and grey paint and the Pennsy cars having MERCHANDISE (not shouting, just illustrating) on the sides. You've probably also seen the SP cars in black or silver with an "Overnight" logo on the sides. The operating practices were inherited from the SSW and remained common to carriers offering these services

After the introduction of the TOFC concept the railroads, including both the NYC and the Pennsy, I believe, as well as the SP, initiated or expanded their company owned trucking companies to provide portal to portal service to shippers, hauling the loaded trailers on flat cars. It's a fascinating service, an interesting attempt to make high value, time sensitive merchandise, especially LCL profitable and not just a pain in the neck.

 

[jacksonbarno]

Thank you for the info!

 

[Thai1On]

I agree, very good response! Gives me an idea to add a new facet to my fictional line.

Dave

 

[Thai1On]

Sorry to bump this thread but I'm interested in knowing you were the major players in the US LCL services and what were the names of their services. So far aside from the PRR Merchandise, NYC Early Bird, and B&O Sentinel Service are all that I could find. I'm sure there were others and I'd love to know more about these and other services along with pictures if possible pictures too!

Dave

 

[jacksonbarno]

Also, there was the N&W "time freight" service and the NYC Pacemaker service (no paint scheme for the former), as well as the B&O timesaver service. In the west, the UP's Challenger merchandise service was a big one, as well as the SP's "Overnight" service on the west coast between LA and SF.