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Re: (erielack) More on December Calendar Photo - P&S and PS&N

Gordon
Actually the PS&N-P&S relationship is even a bit more complex.  The PS&N was 
formed through a merger of disconnected shortline predecessors c. 1 Aug 
1899.  While it is a long and separate story the PS&N entered Receivership 1 
August 1905 but was able to finance the physical reconstruction and 
copnnection of the its predecessors to put together, by 1910, a 
Brockway-Wayland route.  During this period Shawmut interests caused the 
Brookville & Mahoning RR to be chartered and commence construction on what 
was klater renamed the P&S.  During construction and beyond the B&M ("Do not 
confuse with the Boston & Maine Railroad or the Brownstone & Middletown" 
read the warning in the Equipment Register) was leased to and operated by 
the PS&N.  The B&M's name was changed to the ultimately equally confusing 
P&S prior to 1910 IIRC.
      In 1916 a reorganization plan was being developed for the PS&N which 
would have merged the P&S into the PS&N.  The consultants noted, however, 
that in comparing revenue divisions available to the P&S on its originated 
coal it had significantly better earnings on traffic routed P&S-Erie rather 
than P&S-PS&N.  Since the P&S bondholders were not identical with the PS&N 
they ultimately forced the separation (in 1916) which effectively stripped 
the PS&N of most P&S coal.  This split was, however, 11 years after the PS&N 
entered Receivership.
      The PS&N Receivership was destined to be the longest in American 
railroad history, ending in 1946 (or 45) when the PS&N moved from 
Receivership to Trusteeship.  Operations north of Bolivar ended c. 1 May 
1946 (except for Hornell which the Erie serviced on a ICC Directed Service 
order and later bought).  The PS&N was abandoned in total effective 1 Apr 47 
with segments at Hornell, Olean, Farmers Valley, St. Marys, and Dagus (or 
vicinity) retained.  The Erie took Hornell and the PRR the balance.
      What is remarkable is that most of the PS&N's physical reconstruction 
and extensions, including its control of the B&M(P&S) was done while in 
Receivership.  Several critical extensions (e.g., Wayland to Macedon and 
possibly Lake Ontario) and grade improvements never were finished which 
further impeded the PS&N's success.
      Your comments on the details of interchange are most appreciated.
M J Connor


>From: Gordon Davids <g.davids_@_verizon.net>
>Reply-To: Gordon Davids <g.davids_@_verizon.net>
>To: erielack_@_lists.elhts.org
>Subject: Re: (erielack) More on December Calendar Photo - P&S and PS&N
>Date: Mon, 05 Dec 2005 07:23:39 -0500
>
>Paul - Thanks for giving an excuse for an expostulation.
>
>There was an "Erie Factor" in the split of the Pittsburg & Shawmut from the 
>Pittsburg, Shawmut & Northern.  The railroad that became the P&S in 1916 
>was built and owned by the interests that also owned Allegheny River Mining 
>Company.  A.R.M. built a large deep mine and cleaning plant at Cadogan, PA, 
>and several other operations along the P&S.  They leased their railroad, 
>88.01 miles from Freeport Jct to Brockway (Erie Jct) to the PS&N until 
>1916, when the PS&N entered its long terminal receivership.  During the 
>lease, most of the P&S coal went north on the PS&N to the Erie at Olean and 
>Hornell and to the DL&W at Wayland.  Most of it was steam coal, and the 
>eastern railroads themselves were large customers.
>
>After the PS&N entered receivership in 1916, either PS&N defaulted on the 
>lease terms, or else ARM Co. terminated the lease and ended the largest 
>source of traffic for the PS&N.  Either way, the P&S coal at Brockway 
>started moving over the Erie rather than the PS&N.  From that time until 
>1976 the P&S and Erie/EL were closely associated for coal traffic, but the 
>operations themselves were totally separate.  The PS&N was not even a 
>friendly connection with the P&S.
>
>The Erie/P&S interchange at Brockway required a change in direction, 
>because the switch at Erie Jct always pointed toward the PS&N.  Brockway 
>Yard included tracks owned by the Erie and the PS&N.  P&S bought the PS&N 
>tracks in 1947.  Until then the Erie interchange was made on the Erie 
>tracks in the yard.
>
>When the PS&N ran out of string in 1947, the P&S bought two of their 
>cabooses.  The P&S also had to launch an information campaign to make sure 
>that they were not confused with the PS&N by other railroads for accounting 
>purposes ("The PS&N is dead, but WE, the P&S, are very much alive and well. 
>  PLEASE pay the interline and per diem accounts, and continue using our 
>hopper cars.")
>
>The original P&S steam locomotives, which remained in service until 1953, 
>were the same design as the PS&N J-class 2-8-2's, all having been built 
>prior to 1916.
>
>Concerning the 1916 split, I don't know but I suspect that the Erie might 
>have approached the ARM Co. interests before it happened to arrange for the 
>diversion of coal traffic to the Erie.  That might well have been a cause, 
>rather than the result, of the PS&N bankruptcy.
>
>The name "Shawmut" had no local connection in Pennsylvania until financial 
>interests associated with the Shawmut Bank of Boston began developing coal 
>mines in the "Shawmut Field" northeast of Brockway.
>
>By the way, in the 88.01 miles of P&S main line, there were 176 curves, or 
>exactly two per mile, until the construction of the bridge over Interstate 
>80 north of Brookville added one more curve.  The longest tangent on the 
>railroad was about two miles, between Brookville and Brockway.  It was said 
>that the tangent was surveyed and built during a two-week period while Wade 
>Morrison, then Chief Engineer, was away on vacation.
>
>Gordon Davids
>
>>Leave it to me to get it backwards.
>
>>Paul B
>
>>The Pittsburgh Shawmut and Northern actually leased the old Pittsburgh and 
>>Shawmut until 1916 but for most of the former's existance, the PS& N and 
>>the P&S were independant.
>
>
>
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