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From: "Paul R DOT Tupaczewski" paultup AT comcast DOT net
Date: Wed, 15 Jul 2015 14:02:39 -0400
Subject: DS Report 9/19/72
"ELYT91972001.jpg" - image/jpeg, 1700x2340 (256c)

My bad, I neglected to consolidate the 9/19/72 DS report - here it is, with shrunken and contrast-adjusted image....





From: Paul Brezicki [mailto:doctorpb AT bellsouth DOT net]
Subject: DS Report 9/19/72



Before we start on today's report, I want to mention a couple of things. First, a couple of trains notably absent from the reports:
ECE (East Coast Expediter, carload runthrough from N&W, originated Decatur IL) and Rock Island-100. These trains, inaugurated in
1968, generally ran through to Port Jervis as late as 1971, possibly early 1972. By mid-1972, RI-100 traffic was either added to
SFE-100 at Chicago, or the train terminated at Marion. ECE either terminated at Marion, or its cars were s/o at Huntington by
Detroit trains.

Concerning the combining of primarily TOFC trains, a little background here: Nationwide, TOFC/COFC peaked in 1969 at around 2M
loadings, declined for the next 2 recession years, then hit a new high in '72. For EL the drought was longer due to desoliciting of
unprofitable meat traffic and attrition of the NH conn at XC due to PC. EL peaked in '68, crashed to mid-60's volume in '72 (which
is why you see so many train combinings), then soared to a new record in '73 due to UPS and multi-trailer forwarder rates.

On to Tuesday, Sept 19th:

TC-99: about 3 hr AOS with a light post-weekend train.

SC-99: 2 hr AOS and running through to GN.

NY-99: about an hour AOS with short train behind 3 BN SD45's. A trio of 6-axle units was the usual runthrough power on NE-74 at
this time, returning on either NY-99 or NE-97, depending on how far east they made it. In this case, the power came east on NE-74 dp
Chicago on Sunday morning, thru HF in the wee hours Monday, and arriving CX late Monday, in time for a quick turnaround and back out
Monday night with 99. The EB move on 74 wouldn't show up on these 1st trick sheets.

CBW: SLCB running about 2 hr late with short train of mostly empties and once again, running behind 99. It's not clear why they
didn't combine them, would have made a decent 62 car, 4200+ ton train.

PB-99: OT at Hornell with a pair of D&H C628's and another very short 19 car train. Will operate via Main Line through Wellsville,
as did many of the hotshots. Steve, were PB's GN cars generally s/o at HF to be fw west by another train, or actually s/o at GN? My
understanding is that the WB yard at GN was unsuited for a quick s/o, so the pig trains usually avoided it.

NY-97: roughly 30" AOS at V, will also run via mainline, microblocked with 4 Jamestowns (possibly the Carnation COFC empties); HF
block on the rear which will be taken off by a switcher includes 1 Sharon (perhaps TOFC for Nabisco at Y'town?), 1 Akron, 2
Clevelands. To p/u 12 GN's at UK which will be tucked behind the 10 GN's which I suspect are mostly autoracks p/u at Hillburn.

CX-99: OT at V

BM-9: big 135 car train but mostly empties: preblocked with 3 BRC, 93 GN and 38 Lima, to add a GP35 at HF I imagine to help it over
the rollercoaster profile between HF and Galion.

NE-97: cod at scheduled dp time so running maybe 1 hr late. ?? for the East guys: 7 Limas, 10 GN, 1 Hunt and 6 Hammonds "plus
connection"; I'm thinking now that the blocks as listed are from "Ordinaries" out of CX and the "connection" is actually PCH (Penn
Central Maybrook), and they don't have the waybills yet, correct? Also notable is that the Mahoning Div CTD is appraised of the
blocking on a train at the origin point of a Susquehanna Div train.

HF-98: I'll let Steve decipher the logistics on this train.

EB afternoon rush at HF:

PB-100: piddling 16 car train. OT at HF, but with 5.6 hpt, how can you miss?

GNHF Xtra: 129 cars, mostly empties. Steve, these Xtra's appear pretty consistently, what kind of traffic did they generally handle?

TC-100: Several hrs late at HF, was allowed 3 hrs at HF for switching acc to schedule. 2 h/e cars for XC (Maybrook-PCH) to be s/o at
HF. Cars may have been mis-handled at CO or GN, or may have been subject to market diversion, not uncommon with west coast
lumber/perishables. Will be p/u by NE-74 in about 12 hours.

NY-100: about an hour behind schedule; s/o 2 TOFC for BX/RC, p/u 7 for CX. No need for refuel due to large tanks on SDP45's.

2/NY-100: Running about 90" AOS, and it's a good thing because there's trouble ahead; MoW machine breakdown at N Warren (west end of
2nd District) may not clear single track in time. "No work no fuel" at HF despite 3622, a straight '45; may have been put on at GN
vs topoff at UK, what do you think, Steve?

CBE: right behind him is NYCB an hour late and with an anemic 17 loads. Presumably also 1st District, change power at HF

SFE-100: 3 hr late and about to get more behind due to run via 1st District thru Y'town "acct tonnage east of HF". I take that to
mean a portion of the WB hotshot fleet (PB-99/NY-97/CX-99), already delayed by the MoW issue at N Warren, is not to be further
delayed by potential SFE-100 meet on 2nd district.

PN-98: running OT.

Paul B









Comments from Steve Timko on the Sept. 19, 1972 "turnover"...





First, responding to Paul's questions.....



ECE and RI-100 may have operated this date. Perhaps Jim missed them on the turnover or there was nothing special going on with
those trains. They may or may not have operated.





PB-99--Cars may have been dropped at HF for further movement or may have been dropped at some location on the Marion Divn, such as
the GSA.



HF-98 Towing SW8 #371(probably from UK). Crew in taxi from V 1600 hrs, taxi to UK for train. 371 has problems overheating and
is due for inspection at Hornell on the 20th. Power from HF not shown, but will run east of UK with a unit of the Brockway Turn.
2577 at UK works Cattaraugus Turn at 1700 hrs. When the crew gets back from CA (Cattaraugus) they will take a Harriet coal train to
River Jct (NT) to be recrewed there. Three units from UK---115 cars +/-. 2577 stays at UK for #30/31 service (plus another unit
from ???)



GN-HF extra---could be coal for Buffalo off of the C&O or N&W at Marion. Coal for Warren, Youngstown or Buffalo. Could also be
some blocks of Grain for Buffalo or Scranton..



NY-100 and 2nd NY-100 will probably both top off with fuel at UK. As we said "Spot for 5 minutes of fuel". That meant, put hose on
first unit, start pumping, then to second unit, start pumping, after five minutes, take the first hose off, then second hose off.



SFE-100 You partially misread the turnover on this one Paul. Via 1st district (eastbound trains loose about 45 minutes via 1st
dist), will probably be as quick as waiting for M of W and westbounds. The part about "tonnage" has nothing to do with the 1st
district. Read carefully---engine change at Meadville. Dropping the GP35, adding a six-wheeler. That is what the "tonnage"
reference is about.



Comment from Paul B:

Re: ECE/RI-100:

Given the predictability of scheduled trains appearing in these sheets, plus the fact that ECE/RI do not appear even once during
June, July, Sept, Dec, despite being scheduled thru HF during 1st trick, indicates to me that these trains are defunct.

Re: SFE-100: Yes I totally misread this entry (although a modicum of punctuation may have shone a beam through the darkness).
"Tonnage" has been used in the RR press to refer to a freight train(s). 1.1 hpt was sufficient to get this train over the
rollercoaster, so subbing an SD at HF implies p/u at HF



Comments in general on the turnover--



STA at 0800, cab to SN, relieve Jack Harrington (Cond) and take 73 X Fce ore to NK, then to Hubbard for 30 FA (Farrell--Sharon
Steel) ore from Hubbard to Ferrona. (Sharon Steel must have been plugged up). Return from JU to BR with 50 Brier Hill misc. Then
some of this power to a Randall Turn.



XN Turn called Brier Hill for 1800 with an A-B-B-A set of covered wagons. Has 1044 for Ferrona. The plan is to get to XN to make
the per diem for the 19th, In those days--per diem was calculated on a calendar day, not hourly). That comment from JWC is to let
all know that they should try to get the train to the home signal at Bruin Tower or XN Tower before 2359 hrs.



2578 from CM-2 (Cleveland-Meadville) will go toward #38 (Meadville-Jamestown and return wayfreight).

Six units at Cleveland for two drag up sets when needed.



Creston Ore train cod KE 0945, 98 ore for WA, to DO (Brier Hill shop) for fuel, back to Kent LWC (lite with caboose) to get the 3rd
ore train--73 more for WA. Turns back from P (Deforest Jct at Warren) to Kent to get that 1st ore train that was parked a day or so
ago while trying to keep Creston fluid. Then, after dropping train at Deforest, will go to Mosier Yard and get about 150 hoppers
for Creston from ore that came in several days ago (Campbell or Brier Hill works ore empties).



Other than the glitch at North Warren, the main line seems to be operating OK and the 1st District is moving along OK also, lots of
ore traffic but appears to be a lull from Cleveland. Not mention of boat schedule but with six units at Cleveland not assigned,
there is probably a boat on the horizon. Recall lots of hoppers moved to Cleveland in last day or so.



SMT







ELYT91972001.jpg

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