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

Wow,
This is a wealth of info. I think I will just stop modeling from PJ to Suffern and just do Port Jervis yard. That could keep us busy for many an operating session.

:-)








Fred Stratton

MP. 7.2 NS Asheville line

Salisbury, NC


From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
To: "jadamserie5" <jadamserie5_@_nycap.rr.com>,"EL Mailing List" <erielack@lists.elhts.org>,"Paul Tupaczewski" <paultup@comcast.net>
CC: "Fred Stratton" <erief7_@_msn.com>
Subject: Re: (erielack) NY-98 (was: horn blowing)
Date: Fri, 29 Sep 2006 05:20:10 -0400
>Wow, that's a wealth of information; Fred are you getting this 
>down?? The blocking info is interesting; I'm guessing the four 
>NYNH&H blocks were: Cedar Hill, Providence, Boston carload, Boston 
>TOFC. NE-99 (MB-99 in the 1966 schedule) had to be classified into 
>six blocks at Port (seven if you include the fact that TOFC for 51st 
>St had to be split into "facing west" and "turners" until 1970 when 
>the Packers started arriving). The schedule allowed a little 
over 
>two hours for this, and IIRC Port was a flat yard. Could they really 
>classify the train in such a short interval? Of course once PC took 
>over in 1969 it started killing off the interchange on which it was 
>forced to short-haul itself, so timekeeping became problematic. 
>However until the Poughkeepsie bridge fire in 1974, Port was a busy 
>place.
>
>SF-100, RI-100 and M-100 were all scheduled to leave Chicago or 
>Hammond within minutes of each other, so they could be combined at 
>any point. I think the Milw traffic was usually folded into RI-100 
>at Hammond. Both the 1969 and 1971 schedules show identical times 
>for SF-100 and RI-100 beginning at Meadville, although they could 
>also have been combined at Huntington, Marion, Hornell or Port 
>depending on traffic levels. The CB&Q/BN 
runthru was NE-74, and the 
>power was turned back either at Port or Croxton. The TC (for 
>TransContinental) symbols appeared with Dereco (D&h ERielack Co) in 
>1968 to give the appearance of coordination with Dereco parent N&W, 
>which had previously created 2 pairs of TC symbols between Buffalo 
>and connections at KC over a combined NKP-Wabash routing. Except for 
>TC-99/TC-100 (Chicago-D&H), the TC symbols were all Buffalo-east.
>
>If the Apollos were ever temporarily shifted off the LV, it must 
>have been brief. That was one of the better-known incongruities 
>created by the merger scene in the Northeast. Here was N&W with it's 
>subsidiary (via Dereco) EL continuing to interchange substantial 
>volumes of traffic at Buffalo with LV, which until bankruptcy was 
>firmly in the PC camp by 
virtue of longstanding majority ownership 
>by PRR. A legacy of traditional NKP-LV routings and the regulated 
>environment.
>
>Paul B
>
>----- Original Message ----- From: "jadamserie5" 
><jadamserie5_@_nycap.rr.com>
>To: "Paul Brezicki" <doctorpb_@_bellsouth.net>; "EL Mailing List" 
><erielack_@_lists.elhts.org>; "Paul Tupaczewski" <paultup@comcast.net>
>Sent: Thursday, September 28, 2006 10:11 PM
>Subject: 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
>>>
>

  


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