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From: "Paul Brezicki" doctorpb AT bellsouth DOT net
Date: Sat, 25 Jul 2015 08:07:49 -0400
Subject: FW: DS Report 9/26/72
"ELYT92672002.jpg" - image/jpeg, 1700x2339 (256c)





From: Paul Brezicki [mailto:doctorpb AT bellsouth DOT net]
Sent: Thursday, July 23, 2015 7:30 AM
To: Smtimko@aol.com
Subject: DS Report 9/26/72



Tuesday Sept 26 was a busy day, resulting in an interesting 2 page report.

WB Fleet: Most of the symbol trains operating AOS.

TC-99: At least 2 hours ahead with a pair of SD45's (including D&H 802)
pulling a modest 69 car train.

SC-99: 1:40 AOS with another light train and loads of power.

BM-7: 2:30 late, to be classified. Probably used the River Line instead of
customary B&SW due to heavy train, since following BM-9 will have a large
number of empty hoppers, as we'll see below.

SLCB: about 1 hr AOS with short train of only 18 loads

NY-99: 95" AOS with a pair of large tank SDP45's that can run through,
exactly why they were ordered that way.

A/CX-99: This is the inaugural run! It began as a 3 days per week schedule
(Tu We Th) to take some of the load off CX-99 during the Fall parcel rush.
It was combined with PB-99 at Binghamton, so you won't see that schedule on
those days. ACX was scheduled out of Bingo 90" behind PB's schedule, but due
to less yard dwell and faster running time west of GN, it was due Chicago an
hour ahead of PB's arrival time. This train must have Dp CX well AOS, as it
Dp V an hour AOS. The schedule did allow 30" at Bingo, so the combining with
PB was planned at the outset. Other Bingo TOFC was p/u as well, including a
pair of UPS vans that were hiwayed from the Syracuse hub. The cars
originating Boston and CX were all Chicago TOFC. ACX operated via PO; the
following year it began operating via Scranton where it made a p/u and a
Friday run was added. I find it hard to believe this train was assigned a
single SD from Bingo. Is it possible a second unit was used but just not
documented? It does say "engs out"; a pair of SD45's subbed in. 34 CO TOFC
and the 10 GN's probably were all added at Bingo, were s/o at HF and likely
forwarded to GN by following NY-97.

NY-97: about 15" AOS at V with 5 GN autoracks, 39 other GN, 5 Cleveland, 2
CO. To p/u 15 GN's at UK and place behind the racks.

CX-99: OT at V with a more manageable 49 loads, behind 2 SDP45's that will
not require refueling enroute.

BM-9: preblocked at BX with 2 BRC, 71 GN with 65 empties that likely
includes a long string of empty coal hoppers returning to C&O at GN or L&N
at Cincinnati or perhaps both, 26 Lima.

PO-87: Dp PO at 1225 and is to p/u 3 H&W's at Jeff Jct. These were shipped
from GE at Schenectady and came down the D&H Penn Division to avoid Belden
Tunnel with its clearance restriction. Evidently these loads are supposed to
come with papers (dimensional and weight data) which are missing and "alg"
is searching (see Steve's comments on who that is).

NE-97: Looks like Dp PO OT with the usual trio of BN SD's; according to
Steve, 6335 is a former C&S SD40, the others are SD45's. A short 38 car
train: 16 Lima, 13 GN, 5 N and 4 Hammond. This train, off the PC at
Maybrook, usually fills with NY Div'n traffic that has come up on Ordinaries
etc, but I assume not today. To p/u a GP35 at UK for tomorrow's Stony Point
local.

EB Fleet:

PB-100: 90" early with only 13 loads.

NY-100: Looks to be about 1hr AOS with relatively light 41 CX cars.

SFE-100: Wins the H&W prize today with 3 "rush" out of GN and 4 more "no
restr" (meaning I suppose no speed red'n or special routing) out of Sharon.
You don't often see "rush" and "H&W" in the same sentence, as these loads
must frequently be tiptoed around clearances and other traffic. Looks to be
OT at HF. This train's usual consist is PO/CX which is listed but I also see
"Q BM B"; usually blocks are in lower case so I'm thinking the upper case
refers to the destinations of the GN H&W's; they're usually placed together
on the headend so each car is its own "block". In this case, Q-Corning
proper (not GA), B&M and Bingo. Since the B&M load probably won't clear
Belden Tunnel, it may be forwarded from QD to Jeff Jct by a following train
such as HF-98. To p/u 2 COFC at J, the smoking gun that the Carnation move
to PR began no later than late Sept '72. You can easily find details about
this fascinating move in the List Archives.

TC-100: Big 118 car train is about 6 hr late and will not make per diem at
bingo. Inbound crew to do initial air test, implies this is not SOP.

NYCB: at least 1 hr AOS with short train. The EB main at HF must be plugged,
although I don't see any road trains that might be responsible, or else
there's been a minor derailment. Operating through West yard precludes
refuel at the east end of East yard, so they'll refuel at UK.

2/NY-100: also at least 1 hr AOS, 3610 will top off at UK.

PN-98: Looks to be Dp GN about 90" AOS. Has CNW 175027 "rush BX autoparts to
s/o at HF". CNW 175027 is from a 300 car series of 40' covered hoppers. See
Steve's comments about why a CH load was labelled as autoparts. I'll just
add that it's probably not plastic pellets because that's high cube and
loaded in longer cars, at least 54'. May go on RC-98. Again, surprised
there's no note about forwarding train. Bit of a chess game with the power,
2nd unit (an F) is taken off and an SD added at the rear.

Phew, lots to digest today, and we haven't even got to Steve's comments yet!

Paul B



Response to Paul's comments----



Yes--busy day indeed. We didn't often see a second page to the turnover.

Virtually certain BM7 came B&SW. Crew advertised that way. May have picked
up at Jamestown.

PO-87---concerning the H&W---"alg" is Agnes Gabler, the Division Car
Distributor. She later became Jim's chief clerk and paymaster after Conrail
Agnes was a career railroader--passenger dept, then car dist. Her brother
Ted later worked for me at Haselton Yard as a YM under Conrail. He father
worked for the RR and her --I think-- brother in law--M S "Mike" Krupa was a
Youngstown Train Dispatcher.



SFE-100 andH&W---really, the only restriction between HF and Hornell was on
the westbound---Bridge 33.65 at Jamestown had a conduit of communication
wires inside the bridge girders and restricted some H&W cars that were wide
near the car floor. Other than that, a bridge at Cuba on the OML was about
the only height restriction.



From Jim's turnover.................



You'll recall yesterday there were back-to-back boats at the River Bed.
Drag up crew derailed a unit at Columbus Road (between Bridge 2.22 and River
Bed.) That would make the operation somewhat interesting.

Another Drag Up working and hauling Neville Island ore to SP. Still ore in
RB to move when derailment is cleaned up.

Randall turn moved hoppers to SP, back with 110 Neville Island ore. Ideal
situation is for this crew to deliver to P&LE at Youngstown but need at
least two hours to work when passing BR to do that.

Then another BR-SP to run with that power---empties to SP, back with Neville
Island and Brier Hill Works ore. Steamer Green due tomorrow evening with a
boat load of Warren ore.

STA to be called at Brier Hill when power available from Sharpsville Hot
Metal run---probably a pair of F units.

XN Turn to run at 1930 from BR and make per diem at XN--that will be a
struggle. Back with Ohio Works coke again.

93 picks up 98 Creston hoppers at Deforest from last Creston Ore trains for
Warren.

Under MC-1's write-up I note an interesting move.............Sharon Steel
ore due off of B&O at Youngstown (NK) tonight, Very unusual move. Probably
came off dock at Lorain, OH.

Hand-to-mouth again (as usual) on motive power switches at DO and again,
looking for unit for #38 tomorrow at HF. Need replacement unit at UK for
#31.

2/NY-100 certainly will top off fuel tanks at UK. (Almost every train stops
at UK for fuel---except Buffalo trains)

PN-98---If that Rush Auto Parts car is a C/H, it could be plastic for a
harness plant or aluminum ore for wire. All considered auto parts as far as
protecting move--Saying "rush plastic pellets" doesn't have the same gravity
as "rush auto parts".



The Sharon Steel ore move at NK is 125 cars--which is quite a train to move
from Youngstown in one piece. Sharon wants it before noon tomorrow (SSX
could only dump ore during daylight hours---OSHA requirement at that
location). Would be an interesting move and would take the assistance of a
BR Drag as train would have to shove west from NK through Youngstown and
then eastbound from Himrod. Wish we had more details to see how that worked
out.



SMT







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