One problem with social media can be the spread of inaccurate information. When dealing with topics such as railroad history, there is a risk that once posted, things can take on a bit of legitimacy. If enough places accept the erroneous info, it can become accepted "fact". So here are some facts from a few decades back which are in danger of becoming twisted.
As background, I am one of the last 4 people on earth who are not on Facebook. I received a lengthy copy of a Facebook post regarding the Marion Branch, which over time was operated as its own railroad, then by PRR, PC, CR and finally by OMID. The person who sent it to me is likewise not on Facebook and does not even know which group it came from. So I'm going to post the excerpts here, with the factual correction since the info is hopefully interesting to some of us here regardless of why it's being posted.
I might add that I was involved with the startup of OMID, was a part of the management team, and was still there at the time service to Marion came to an end and for about 10 years after that.
Here are some points which are just plain wrong.
1. "The line didn't go out of business because of a lack of freight business....the reason it stopped was because of a bridge...."
That is totally incorrect. The bridge referenced was in the segment which had been rendered unneeded by the construction of the connection to the NYC/PC/CR main line. That connection was built in about 1978. OMID began operations in October 1979. The line remained in operation about 5 years after that bridge saw its last train. The line closed because the costs to operate it could not be met by the revenues of the remaining traffic, and the Marion shippers were unable or unwilling to subsidize the ongoing deficit.
2. "...so the new operator decided to close the line. Some time after that the Marion shippers requested service be restored again so the Ontario Midland was contracted by Wayne county to operate on the right of way...."
That also is not accurate. The Marion line was never "closed". A railroad cannot simply decide to not serve a given line, application for discontinuance must be applied for and granted by the Surface Transportation Board, or previously by the Interstate Commerce Commission. Likewise a new operator must obtain permission to begin operate rail service from those agencies.
3. "A federal grant was then received....which stipulated that a connection be built off of the Penn Central Main Line...."
The connection was built after the formation of Conrail in 1976, but prior to the startup of OMID in October 1979. Thus Penn Central had been absorbed into Conrail a few years before the connection was made.
4. "The host railroad then charges maintenance and access fees at rates determined by the feds..."
Movements across Conrail were billed at a rate agreed to by CR and OMID, which (*IF* I recall correctly) were roughly $118 per one-way trip.
5. "...Conrail used legal tactics to densely [presumed to mean "deny"] access. In other words they purposely created problems for the OM. This effectively ended all rail service to Marion despite a continuing need for it."
That is flat out wrong. The only obstacles OMID encountered in accessing the Marion Branch were a few occasions when Conrail's own needs naturally came first. This may have been when the Dispatcher had need of the Controlled Siding for a meet, or when cars had been parked in such a way that OMID was blocked from getting to or from the connection. These few isolated instances had nothing whatever to do with cessation of service to Marion.
(end of corrections)
It was an interesting line but like so very many others, changing times and economics spelled the end for it.
As background, I am one of the last 4 people on earth who are not on Facebook. I received a lengthy copy of a Facebook post regarding the Marion Branch, which over time was operated as its own railroad, then by PRR, PC, CR and finally by OMID. The person who sent it to me is likewise not on Facebook and does not even know which group it came from. So I'm going to post the excerpts here, with the factual correction since the info is hopefully interesting to some of us here regardless of why it's being posted.
I might add that I was involved with the startup of OMID, was a part of the management team, and was still there at the time service to Marion came to an end and for about 10 years after that.
Here are some points which are just plain wrong.
1. "The line didn't go out of business because of a lack of freight business....the reason it stopped was because of a bridge...."
That is totally incorrect. The bridge referenced was in the segment which had been rendered unneeded by the construction of the connection to the NYC/PC/CR main line. That connection was built in about 1978. OMID began operations in October 1979. The line remained in operation about 5 years after that bridge saw its last train. The line closed because the costs to operate it could not be met by the revenues of the remaining traffic, and the Marion shippers were unable or unwilling to subsidize the ongoing deficit.
2. "...so the new operator decided to close the line. Some time after that the Marion shippers requested service be restored again so the Ontario Midland was contracted by Wayne county to operate on the right of way...."
That also is not accurate. The Marion line was never "closed". A railroad cannot simply decide to not serve a given line, application for discontinuance must be applied for and granted by the Surface Transportation Board, or previously by the Interstate Commerce Commission. Likewise a new operator must obtain permission to begin operate rail service from those agencies.
3. "A federal grant was then received....which stipulated that a connection be built off of the Penn Central Main Line...."
The connection was built after the formation of Conrail in 1976, but prior to the startup of OMID in October 1979. Thus Penn Central had been absorbed into Conrail a few years before the connection was made.
4. "The host railroad then charges maintenance and access fees at rates determined by the feds..."
Movements across Conrail were billed at a rate agreed to by CR and OMID, which (*IF* I recall correctly) were roughly $118 per one-way trip.
5. "...Conrail used legal tactics to densely [presumed to mean "deny"] access. In other words they purposely created problems for the OM. This effectively ended all rail service to Marion despite a continuing need for it."
That is flat out wrong. The only obstacles OMID encountered in accessing the Marion Branch were a few occasions when Conrail's own needs naturally came first. This may have been when the Dispatcher had need of the Controlled Siding for a meet, or when cars had been parked in such a way that OMID was blocked from getting to or from the connection. These few isolated instances had nothing whatever to do with cessation of service to Marion.
(end of corrections)
It was an interesting line but like so very many others, changing times and economics spelled the end for it.