Fw: (erielack) EL and Major Interchange Partners and SF-100

["John Adams" <jadamserie5_@_nycap.rr.com>]

Having worked as a switchman in Port Jervis late sixties up to 1970, the
last trick Buckley's/Yard C job would also switch the Milwaukee 100 and
Burlington 100 besides the SF-100 and RI-100. These trains would yard in PJ
with front half mixed NY division and New England freight  while the back
half would be solid Jerseys'. The yard crew would pull the front half and
classify it into various NY division blocks (WJ, BT, etc.) while the New
England freight was classified into four blocks. The classified NY division
freight would be added back to the Jerseys' or a solid Jersey train would be
put together and depart for Croxton. The New England blocks got built up to
become CB-2 which would depart PO between 5 and 6 am most mornings.

On occasion these 100s would show up with that railroads power. The first
time I saw GP-30 it was the power on a Burlington 100 that arrived PJ.

> ----- Original Message ----- 
> From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
> To: "EL Mailing List" <erielack_@_lists.elhts.org>; "Paul Tupaczewski"
> <paultup_@_comcast.net>; "Jim Gerofsky" <graytrainpix@hotmail.com>
> Sent: Friday, March 30, 2007 6:34 AM
> Subject: Re: (erielack) EL and Major Interchange Partners and SF-100
>
>
>> Steve,
>>
>> There were at least two editions of SF-100, which confuses the picture a
>> bit. The first, as Jim says, began running in 1968. It was generally
>> combined with RI-100 out of Chicago in late evening, and was essentially
>> a
>> carload train (TOFC off ATSF went on
>> NY-100). It ran to Croxton via Port Jervis, where it was reclassified.
>> The
>> symbol disappeared in 1972 when NY-98 reappeared, which makes me think
>> this was more or less the same train, with the same late-evening Chicago
>> departure.
>>
>> SF-100 reappeared in summer 1974, with a 3am Chicago departure. The main
>> connection was the 371 train out of Argentine yard in KC at 2pm the
>> previous day. I gather EL's marketing dept envisioned it as an expedited
>> combination TOFC/carload train. In fact, the published schedule closely
>> mirrored that of UPS train 2/NY-100, and I think the idea was the trains
>> could be combined on light days. However the timing was bad, since it was
>> inaugurated just as traffic began a steep dive due to the recession. Soon
>> it began running on a more relaxed schedule and replaced the NE-74 symbol
>> out of Chicago in late morning. Westbound counterpart SF-99 was cut back
>> to Marion-Chicago, but was often combined with BN-99 as far as
>> Huntington.
>> SF-100 initially ran via Port Jervis because of the Factoryville tunnel
>> collapse, then switched to the Scranton route.
>>
>> Paul B
>>
>> Question: When was the SF-100 established?? I have an EL Employee
>> timetable
>> from August 1974 and it doesn't list this train symbol anywhere! Did EL
>> ever
>> come out with a revised timetable during the summer or fall of 75? I'm
>> thinking
>> it didn't start to run until 3rd quarter 1975??
>>
>> There seemed to be more trains running over the Scranton Division from
>> September of 1975 through the inception Conrail then there were in late
>> 74...?
>>
>> Thanks in advance,
>> Steve
>>
>>
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>



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