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. > >:-) > > > > > > > > >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 >>>> >> > > > > > The Erie Lackawanna Mailing List > Sponsored by the ELH&TS > http://www.elhts.org >www.elhts.org > The Erie Lackawanna Mailing List Sponsored by the ELH&TS http://www.elhts.org ------------------------------ End of EL Mail List Digest V3 #2155 ***********************************
This HTML page is © 2000-2008 Blue Moon Online System and The Railfan Network
This page and the data contained therein may not be reproduced
for any form of commercial use without the explicit permission
of J. Henry Priebe Jr. or his duly authorized agent.