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(erielack) Modeling Port Jervis
Fred-
Apparently you read my mind.
http://www.20thcenturyhobbies.com/trainnut/PJLayoutImages/ClintonLayout.htm
- -Joe Jordan
Train Nut Central
http://www.20thcenturyhobbies.com/trainnut/
At 01:54 PM 9/30/06 -0400, Fred Stratton wrote:
>
>
>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.
>
>:-)
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>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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