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Re: (erielack) NY-98 (was: horn blowing)

In addition to Santa Fe 100 and RI 100 there was Milwaukee 100 as well as 
Burlington 100 (first time I ever saw a GP-30 was as run through power on 
this train as it yarded at PJ). I worked as a switchman in PJ in late 
sixties through 1970 and Jersey board in 1971 until I finished college. 
Also, there were the TC- designated trains. My memory remembers the TC 
designated trains originated at of Buffalo.  These trains were yarded at PJ 
with front end of the train consisting of cars for New England and NY 
destinations. The rear half of the train was Jersey/Croxton/Hoboken bound 
cars. The yard crews would pull off NE and NY division cars for 
classification. At that time, (late sixties) the EL had an agreement with 
the New Haven to block the NE bound cars into 4 blocks. This was done at 
Port Jervis and built into a train called CB-2 (Chicago Boston). West bound 
the hot train out of Maybrook besides NE 97 was the TOFC train NE 99, which 
referred to by the yard crews as MaBo 99 (Maybrook 99). This train came off 
the New Haven mixed and classified at Port Jervis for points west.The yard B 
job (11 p.m. - 7 a.m.) primary mission at that time was this train. However, 
there always was plenty of work to do between 11 and 2-3 a.m. when that 
train was scheduled to arrive PJ. Once the train cleared Campbell Hall you 
could figure you had about 45 minutes before the call to action. This is one 
of the few trains, if any, that I can remember the yard master would walk 
and blead the air off to expedite the classification process.

Also, during the late sixties a lot of the routing decisions and train make 
up were being by DERECO (does anyone know what the derivation of that name 
was) and Fishwick who later went on to be President and CEO of the N&W. It 
is my understanding that he was able to get the N&Ws Appollo trains, which 
normally were routed over the Lehiegh Valley, routed over the EL for awhile.




- ----- Original Message ----- 
From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
To: "EL Mailing List" <erielack_@_lists.elhts.org>; "Paul Tupaczewski" 
<paultup_@_comcast.net>
Sent: Wednesday, September 27, 2006 8:50 AM
Subject: (erielack) NY-98 (was: horn blowing)


> NY-98 was always the evening departure Chicago-Croxton manifest shedule, 
> traditionally the main produce train during the Erie years. It provides a 
> good illustration of how a train can arbitrarily be given different names 
> at different times or even at different points in it's itinerary. In early 
> EL years the Chicago-Marion leg was called Chicago-98; at Marion it was 
> reclassified into NY-98, NE-98 and Binghamton-98. At Hornell it did pickup 
> Buffalo traffic destined for former Erie points, since most Buffalo trains 
> ran via Scranton. In Nov 1964 it was rerouted via Scranton, then in 1968 
> the symbol disappeared and was replaced by runthroughs RI-100 and SF-100 
> which basically ran the traditional NY-98 schedule via Port. It reappeared 
> in 1972 as PO-98, got it's NY-98 symbol back that October and shifted back 
> to the Scranton side for good in 1973 (PO-98 continued to protect 
> Erie-side traffic).
>
> From 1968-1972 the only regular freights on the NY&GL were PN-98 (aka 
> SC-8) and CS-9. It appears that around 1970 the P'burger started 
> connecting with CS-9 and PN-98 in lieu of running in and out of Croxton 
> directly. This must have occurred at Dover since P Morris had been closed 
> by then.
>
> Paul B
>
> Anyone know how many years the NY-98 ran via Scranton?? Was this a Buffalo
> train at first that was extended out to Chicago during the later years? If 
> there
> were 6 through freights on the Boonton Line through the early to mid 
> 1960's
> it must have not lasted long.
> Freight traffic via Boonton was relatively minimal between 1968-1972 no?
>
> Thanks in advance,
> Steve
>
>
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