Feature Articles 3 Departments 2 8 Hi All, The 2013 Season is now 2/3 through and things are hopping. We have just finished a successful Thomas event and Dinosaur Trains, and the Pumpkin Trains are running. The Polar Express sold out in just over a day. Who would have thought it would be that popular. We are looking to add a little more track this year. My hope is we can add even more in the near future and get to Riegelsville. Don, Dylan and the rest of the crew have been doing a nice job of opening up the Southern section of the Railroad and our new Shop area has had most of the large trees cut down opening up the area in our anticipation of getting there in the near future. A big Thank You to goes out to them. Rich Butterworth has been doing a great job cutting back around the Kilns area and it really makes it safer for the train crews for sight distance. We need to do more of this. Keith and Jessie Dorn, Al Elliot, Don Chaudruc and Martin Den Bleyker were at the Town of Milford’s Milford Alive event. The Speeders and Hand Car were a big hit again this year. Next year, track permitting, Don would like to bring his 45 Tonner to the Milford Alive event. I think it would make a big hit. As always there are tons of things to do and so little time to do them. Your help will make it happen. Come out and give an hour or a day, it all helps. Upcoming work in 2013. Getting the M1 ready for service. Brush cutting along the ROW Painting the Gift Car Let’s continue to work together and make 2013 a Great Year for our Society! As always, my “door” is always open to you, our members. President John Stocker 2 Greg and Gary relaxing in the shop after a hard day working on the locomotive. 14 18 Memories Of Warbasse Junction Susquehanna Reflector April 1956 and other sources President’s Message John Stocker Bel-Del News 13 Maywood Station Historical Committee Ed Kaminski From The Current Time Table Ralph Bonanno Shop Talk Martin Den Bleyker Covers Front: NYSW 3802 on the SU-100 in Maywood NJ on 11-3-12 Photo: Ed Kaminski Rear Top: NYSW #3810 on the SU-100 at Maywood NJ on 6-22-12 Photo: Ed Kaminski Rear Bottom: The NYSW 3016 at Ridgefield Park NJ on 1-26-13 Photo: Ed Kaminski
An eastbound NYS&W freight approaches the diamond at Warbasse Junction in March of 1949. The photographer is standing on the DL&W's Sussex branch, looking north with the Warbasse Jct. Road grade crossing to his back. Photo by Robert F. Collins M iss Emma Warbasse of the well-known Warbasse homestead farm near Branchville Junction, tells us that as a little girl she remembers seeing the "John I. Blair" on the woodyard siding at the Junction. Wood for all the Sussex Railroad engines was in those days supplied from the sawmill and woodyard at Branchville Junction. Miss Warbasse, who has managed the homestead farm and its dairy herd in a most able manner, since the death of her father, Samuel Warbasse over 20 years ago, has always taken a keen interest in the railroad. The original Warbasse farm, in the family since 1800, comprised 235 acres, but was reduced by 65 acres when parts of it were sold to the Sussex Railroad for its Branchville line in 1868, and for its Franklin line about the same time. Acreage was also sold to the New York, Susquehanna and Western Railroad which built through the farm around 1882 on its way to Stroudsburg, Pa. Thus the Warbasse farm was a real railroad center for many decades, and back around the era of the First World War, as many as 30 trains a day would pass through the property. Railroading was then in its heyday, with lots of passengers riding the rails of the Lackawanna system, which absorbed the old Sussex Railroad back in the eighties. Branchville then had about six passenger trains each way daily, with the 3 Franklin line having as many more, while the Susquehanna ran four passenger trains daily each way between New York and Stroudsburg. In addition, there were many freight, ore and limestone trains over the pikes, all passing through the Warbasse farm. The Branchville Junction and Warbasse stations, both located on what was formerly Warbasse farm land, did a thriving business, and for many years there were at Warbasse station a store, post office, coal yard and a creamery. Where the Susquehanna crossed the Lackawanna's Franklin branch, there was a signal tower, employing two men, to control the trains on each line. This also was on the edge of the Warbasse farm. In the big blizzard of 1888, several trains were stalled on this farm for several days and about 24 railroaders, comprising the crews of the snowbound trains, were fed bounteously in the commodious and hospitable Warbasse homestead. There was plenty of fuel at the Branchville junction wood and coal yard, so steam was kept up in the engines until rescue crews arrived to shovel out the stalled trains. The crews did not mind their enforced imprisonment on the Warbasse farm because of the tasty meals they enjoyed. In those days, Miss Warbasse recalls, farm folk did not get to the town stores very often and the farmhouses were well stocked with provisions of all kinds, often enough to last for several weeks. The only food item they ran out of, as Miss (Continued on page 4)
Warbasse remembers, was bread, and for this they substituted buckwheat pancakes which made a big hit with the railroaders. Back in the early nineties, the Lackawanna's famous Boston Flyer would roll through Sussex County each evening, its beautiful chime whistle reverberating through the pastoral valleys and wooded hills, its many brightly-lit windows giving forth an enticing glow and the lure of distant horizons. How did this noted train get to Boston from Sussex County? After roaring into Branchville Junction from Hoboken, it then passed over the Franklin Branch into the famous old mining town, then rolled over the Lehigh & Hudson to Maybrook, N.Y., where it was switched to the former Central New England Railroad (now the New Haven). New Jersey Herald - June 6, 1957 issue An Old Landmark. Found Near Warbasses Junction. back toward the depot, when his head came in contact with a passenger car standing on a side track. He fell from the platform of the car to the ground, and when picked up by those who witnessed the accident, he was in an unconscious condition, and bleeding at the nose and ears. He was at once brought to his home in this Town, and an examination of his injuries made by the physician of the company, who discovered that his skull was badly fractured. He died about fifteen minutes after his arrival home. The deceased leaves a wife and one child, both of whom are sick with scarlet fever. He was about twenty-six years of age. New Jersey Herald - January 18, 1882 issue Robbed, and Then Fired. Last week Daniel, of Junction, along the Sussex the swamp, large redwhile Warbasses was walking track of the Railroad near he discovered a leg turtle near the roadbed, which he exhibited in Newton on Saturday. It proved quite a curiosity, and from the inscription on the shell, evidently is an "old timer" in that neighborhood. On the lower shell were cut the letters, D. L. & W. R. R., 1877. The upper shell gave abundance of evidence that its turtleship had many narrow escapes from the gunners who frequent the big meadows between Newton and Warbasses, as the shell bore many marks of shots, and an outer edge had been broken off, leaving half the imprint of the shot. Mr. Daniel says the turtle was steering toward the Susquehanna railroad and was probably on its way to see if the old box car station was still in service. After he has inscribed the date of his find on the shell of the turtle, Mr. Daniel will release it again. If it escapes the prey of "Jimmy" Quackenbush's wild cat, it may again come into the possession of some traveler in that neighborhood. New Jersey Herald - July 5, 1928 issue Death on the Rail William P. Coursen, an employee of the Sussex Railroad, met with an accident at Warbasses (sic) Junction, about four o'clock on Monday afternoon, that resulted in his death one hour later. For a year past the deceased had been employed a portion of the time as extra brakeman. On Monday morning the early mail train arrived at this station [Newton-DR] with one brakeman short, and Coursen, who was at the depot, was ordered on duty by Mr. Arvis. He made several trips over the road, and in the afternoon left Waterloo on the milk train as head brakeman. At Warbasses Junction the train runs past the depot some distance, for the purpose of dropping one of the milk cars in the Y to be taken to Branchville. The train had passed the station, and was running at an average rate of speed, when Coursen applied the brake and stepped to the edge of the rear platform of the forward car, and was looking 4 John The Branchville Junction station of the Lackawanna was totally destroyed by fire on Friday morning of last week [Nov. 24], the estimated loss being about one thousand dollars. The fire was discovered about 6:20 a.m. by William Struble, of Lafayette, agent of the Susquehanna railroad at Warbasse, who was on his way to work. He immediately notified Daniel Plant, the Lackawanna agent. On their arrival at the station the fire was beyond control and it was impossible to save anything. When the fire burned out, it was discovered that the United States Express Company safe had been forced, and it is the belief of the agent that the office was first robbed and then fired. The station was built about ten years ago, [six actually --DR] and was located at the intersection of the tracks from Branchville and from Franklin Furnace. The Sussex County Express was delayed about an hour before it could make a safe dash past the burning building. Sussex Register - November 30, 1911 issue A picture of the first station built at Branchville Junction ( 'Warbasse' (or 'Warbasse's Junction') were used alternatively at this time with Branchville as they were both on the Warbasse farm. It probably wasn't much more than a telegraph shack, and was probably bid good riddance when replaced in 1905 with the larger structure. In this picture, if you follow the tracks on the right hand side into the distance, you can see the shape of what might be an approaching 1000 class locomotive.
More than 50 years later, very little remains at Warbasse Junction (also sometimes referred to as Hyper-Humus). This view also looks north on the Lackawanna. Photo: Anthony R. Tofani Looking east across the diamond at a westbound Susquehanna freight in the summer of 1962. Notice the smash-board at the right. Photo by John Treen (Bob Mohowski Collection) 5
T he Dinosaur Train comes to the Bel-Del! This year we added a new themed event, based after the hit PBS TV show “Dinosaur Train” It turned out to be a great event and the response from our riders was amazing. All of the events took place at the mine site and they included 3 challenges as well as events such as the “Dinosaur Show” by a field paleontologist with a real triceratops skeleton. If you completed the three challenges you became a member of the PBS Nature Trackers Club complete with 3D membership card! The first challenge was tracking where you discovered 5 huge dinosaurs in the corn maze, followed by conservation where the children uncovered dinosaur bones in a sand pit and lastly collecting where they went through the Ol’Susquehanna mine and panned for real fossils! On site there was also our food vendor, a great sales tent, professional photographers, spin art, coloring book station and a 40 foot inflatable obstacle course. The event lasted two weekends and was quite a bit of fun! 6
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Things are busier than ever on the Bel– Del. Prior to A Day Out With Thomas we took on a huge construction project, literally re landscaping the whole station area. With help from Haag Construction of Maywood the volunteers of the NYSWTHS built a retaining wall with 2,200 pound blocks, creating a much needed wider loading platform, and increased the size of the gravel area down by the station. One of the biggest improvements was the hill on your left hand side as you go down the path. It had become a garbage dump and a weed tangled jungle for many many years. While we had the tractors there we stripped it down to dirt, cleaned out tons of debris and glass and finally planted some shrubbery and over 1,500 dragons blood sedum plants as ground cover. I guess the NYSTWHS now has a horticultural branch of the society! John Stocker, Wayne Nilsen, Wayne Jennings, Dan Haag, Martin Den Bleyker Chris Cotty , Dave Hutsebaut and Dylan Vieyles all volunteered their time for this project. We plan to keep up the beautification of the station area adding lighting as well as 24/7 video surveillance. The quite talented “Doc” Koschker carved (with a chain saw) this amazing bear in memory of late member Bill Doran. Billy the Bear now resides at the mine for all to enjoy. Top both pages: Our newly landscaped station area just prior to the Thomas event. Above top left: One of the bunnies ( Noah Conrad) visits with a happy family Above top right: Conductor Myron Biggar and trainmen Don Young prepare to head back to the station. Bottom left : A pair of bunnies is necessary to handle all of our passengers. Devin Stasak is the gray bunny. Bottom right.: Devon McEnteer gets ready to board the Easter Bunny Train Ride’s passengers. Next page top left: Dave Hustebaut and Noah Conrad planting over a thousand plants on the hill. Next page top right: The finished product. Next page Center left: Wayne Nilsen, Dan Haag and Wayne Jennings all running heavy machinery. Next page Center right: This view shows the 2,200 pound cement block in place making the new wall. Next page bottom right: Wayne Nilsen digs the foundation for the new wall. 8
John A. Snogans 1952 –2013 became President and Chairman of the Teamsters Brotherhood of Locomotive Engineers and Trainmen. John leaves behind his wife Sharon, and his children, Christine and Daniel Snogans. John will be dearly missed and will live on forever in his many colorful stories of steam railroading as we pass them down from generation to generation. Chris Cotty John A. Snogans, 61, died on Wednesday, Aug. 14, 2013, in Robert Wood Johnson University Hospital in New Brunswick, N.J. John was raised in Nutley, N.J., and had resided in South Plainfield for the past 21 years. John was part of the Morris County Central Crew and a good friend for many years. I was just 13 years old when I came to the Morris County Central, and I was quite lucky to have a few “older brothers” that watched out for me, taught me about steam railroading, and life in general. It was a great place to grow up. We went on trips together down to the shore, visiting other railroads such as East Broad Top or most memorable of all was a trip on the Delaware & Hudson up to Montreal . I was probably the youngest of the group and honored to be included in the adventures. Every Saturday the crew ate dinner together and quite often went on some sort of adventure after dinner. I remember days when the older guys were out drinking “adult beverages” the night before and the last thing they wanted to do was wake up early ( they were called the breakfast for lunch club) but they would make sure that someone woke me up to attend church on Sunday! John was always very family and friend oriented. I don't think a conversation ever passed when he didn't inquire how my mom and dad were doing. Over the years, as I got more involved in historic railroading, John was always there to answer questions and jump right in to help when needed. Before I went off to college, I was a fireman on the Morris County Central and quite often fired for John. Those days are some of the best times I have ever had. I really looked up to him and appreciated the kindness he showed this young kid. Years later when we started the Delaware River Railroad Excursions ( partially by an old core group of Morris County Central people) it was quite an honor to have John on the roster. John went on to a very esteemed career in the railroad industry working for New Jersey Transit for 38 years and even 10 John Snogans, Chris Cotty, George Kelly and Martin Den Bleyker Fred Jason, Steve Hepler, John Snogans and Frank Larkin in 1976.
John in the cab of #4039 back on the Morris County Central. This picture was taken during Dunellen Railroad Days back in 2001. Whenever I would take #142 out on the road Walter Rich would let us bring along his private car the “Otto Kuhler” . Here we see John, Jerry Robinson “nephew” (the NYSW mechanic and Chris relaxing between trips. 11
By Ed Kaminski T he Maywood Station Museum Starts a New Restoration Project! An original Semaphore pole and armature was donated by the New York, Susquehanna & Western Railway Corporation to Maywood the Station Museum in mid-June 2013 and will be our next restoration project. The twenty-five foot tall Semaphore original controlled train movements for the railroad as late as the 1960’s at milepost 12.2 in Bogota, New Jersey. The Maywood Station Museum has begun a full restoration of the Semaphore will a goal of returning it to operating condition. The mechanism was long ago removed and reconstructing a new one will be part of the project. The Maywood Station Museum already has received the correct signal blade and colored lenses. The project to completely restore the semaphore will most likely continue sometime into 2014 when it be installed on the Maywood Station Museum grounds and fully operate once again. At the July 10, 2013 work session, Maywood Station Museum member Wendy Cummings uses a wire wheel to clean up the metal on the pole An antique automobile passes the Maywood Station Museum during Maywood’s Annual 4th of July Parade on July 4, 2013 with the station decked out in red, white and blue. (Photo by Ed Kaminski) Summer Concert Series Goes Into Full Swing! The Maywood Station Museum’s Backyard Summer Concert Series has been sponsored by Park Ave Acura since it was started in the summer of 2011. Each free concert features performances by noted local performers. The series has grown each year and many artists and bands have approached the Maywood Station Museum about the opportunity to perform at the historic museum venue. This year’s Maywood Station Museum’s Backyard Summer Concert Series sponsored by Park Ave Acura began on Wednesday evening, June 19, 2013 with Dave Murphy & The Bull Brothers. Beautiful weather accompanied a flawless two-hour performance of original songs. This marked the third straight summer that songwriter/musician/recording artist Dave Murphy has played at the Maywood Station Museum free concert series during our regularly scheduled Museum Open House’s. At the Wednesday evening, August 14, 2013 concert, songwriter/musician/recording artist Anker performed and was well received by the audience. The final free concert in the series will occur at Annual Railroad Day at Maywood Station on Sunday, October 6, 2013 when David W. Jacobsen will take the stage and performs his original songs and some versions of classic cover songs. section of the semaphore, which is being readied for restoration. (Photo by Kevin Quinn) 13
Annual Railroad Day at Maywood Station is Sunday, October 6, 2013 The Maywood Station Museum Received a 2013 Bergen County Historic Preservation Award The Maywood Station Museum will host our Annual Railroad Day on Sunday, October 6, 2013 from Noon to 3pm. Vendors, railroad historical societies and model railroad clubs will have tables offering railroad and model railroad merchandise for sale as well as information on their organizations. The Maywood Station Museum will have several tables of merchandise for sale including model railroad items, books, old timetables and assorted items from our Company Store. Starting at 1:00pm, a free outdoor concert as part of the Maywood Station Museum Backyard Summer Concert Series sponsored by Park Ave Acura will take place on the back deck of the station featuring songwriter/ musician recording artist David W. Jacobsen. The Maywood Station Museum will be open during the entire event and visitors are invited to climb aboard Caboose 24542 and view its operating model railroad layout and assorted displays. In the event of rain, the concert portion of the event will be postponed until a later date. Admission is free and donations are welcome. The Easter Bunny Visited the Maywood Station Museum on March 30, 2013 Beautiful spring weather welcomed the Easter Bunny and her helper who visited Maywood Station on March 30, 2013 during a special Saturday morning Open House. The Easter Bunny posed for photos with children and distributed treats and all were welcome to tour the museum and Caboose 24542. The MSHC thank Christy Collichio and Kayleigh Kaminski who were the Easter Bunny’s special assistants. The Easter Bunny made a visit to Maywood Station during a special Saturday morning Open House on March 30, 2013. Children were able to meet with the Easter Bunny and reThe Maywood Station Museum was selected by the Bergen County Division of Historic and Cultural Affairs to receive the 2013 Bergen County Historical Preservation Award in the category of Adaptive Use of a Historic Site for its educational programs, open houses, free concerts and special events that are held each year at the museum. Bergen County Executive Kathleen A. Donovan and the Bergen County Board of Chosen Freeholders presented the Commendation to the membership of the Maywood Station Museum at an Awards Ceremony and Reception at the Historic Church on the Green in Hackensack, NJ at 7pm on Thursday, May 9, 2013. The Maywood Station Museum now has the distinction of being six-time recipients of Bergen County Historic Preservation Awards and has now received awards in each of the six eligible categories. The Maywood Station Museum was previously recipients of Bergen County Historic Preservation Awards in 2004, 2005, 2008, 2009 and 2011. Congratulations and a job well done to ALL! Maywood Station Museum members Gus Aversa, John Brown, Isador Van Cleve, Robert Pisani and Sid Denny pose for a photo with New York, Susquehanna & Western Railway President Nathan Fenno, Maywood Mayor Gregg Padovano, Maywood Councilman Adrian Febre, members of the Bergen County Board of Chosen Freeholders and the members of the Bergen County Division of Cultural & Historic Affairs before the Bergen County Preservation Awards Ceremony on May 7, 2013 at Historic Church on the Green in Hackensack, NJ. (Photo by Ed Kaminski) ceived treats. All were invited to tour the museum and Caboose 24542. Beautiful spring weather and a great turnout to see the Easter Bunny made for an enjoyable time by all. 14
DETOURS…..DETOURS…….DETOURS……DETOURS The bulk of news this month concerns detours over the OK everyone, its that time again, time to get caught up (somewhat) with the doings and goings on of our favorite railroad. It’s funny how things work out sometimes, as I mentioned in my last column about the lack of news from the Northern Division. Well, this time, that gap has been filled, and with interest. In fact, the bulk of this column will deal with the Northern Division to one degree or another. That said, I will divide the column up a little differently this time. So here we go… MOTIVE POWER UPDATE. The past several months have been rather quiet in this department. The SD60’s are working as intended on the road trains, and occasionally in local power duties in Cortland, Syracuse or Little Ferry. At press time, the 3804 was assigned to Little Ferry, along with the 3016. The 3014 was doing occasional duty in Cortland on the CL-1, with an additional unit assigned to Syracuse for the SY-1. These locals see their power rotated on a semi frequent basis, and their assigned power will have probably been changed by the time you read this. The one constant seems to be GP 40 3040, assigned to Utica, and that’s where it seems to be and will stay for the foreseeable future. SD60 3808 however, did strike a tree near Hankins, NY on an eastbound SU 100 in June, and that necessitated switching the power around in Port Jervis. It was a pretty significant tree as it damaged grab irons and ditch lights. No injuries resulted, and the locomotive went back on the following day’s SU 99 for repair and eventual return to service. The locomotive has since returned to service, but with a patch of grey primer just under the S-Ball logo on the nose, account repairs from the tree incident. It is expected this will get repainted in due time, but the locomotive is back in service. The Southern Division still has assigned NS and CSX units for local power, notably CSX 2732 and NS 5291 and 5294. The only time these units leave the property for the most part is when they have to go back to their owners for their periodic 92-day inspections, as well as any significant repairs, should the need arise. No one particular unit seems to be assigned to a specific job, though usually the Sparta turn will warrant a six axle unit when possible. Again, as I note, things have been relatively quiet the past few months in this department. 14 railroad from CSX. There have been multiple detours since May, and this is due to a variety of factors. The first “group” of detours was at the end of May, centered around the Memorial Day holiday. CSX had planned a signal suspension on its Chicago Line, east of Utica, NY in which 40 miles (roughly) of old NYC style signals would be replaced by newer Safetran systems, including intermediate signals as well as interlocking signals. The plan was to do so over the Memorial Day weekend and do so under the least amount of traffic possible. To do this, CSX notified Cooperstown of their intention to send 3 detour trains their way to NJ via Syracuse-Binghamton-Campbell Hall -Warwick. The trains would be two consecutive Q004 stack trains that normally operate to Kearny NJ with an additional train being symbol Q156, also terminating at South Kearny. Train # 1, Q004-25, had CSXT 862/CSXT 783 for power. It consisted of 30 cars, was 4749 tons, and approx 5200 feet in length. This train departed Buffalo the morning of May 26, and was interchanged to the NYS&W mid-afternoon. This train made an overnight run east of Binghamton, closely following (by a matter of chance) the normal SU-100 schedule. Train #2, Q156-25, Power: CSXT 5426/CSXT 832. 55 cars, 8471 tons, 8651 feet. This was interchanged to the NYS&W at about 8pm on May 26. Owing to its length and tonnage, the NYS&W added one of their SD60’s to the consist in Syracuse. This train, making its overnight run south of Syracuse became the one to follow for the Southern Division fans, as it hit Warwick NY (and home rails) just after 2 pm on Memorial Day in beautiful weather. Train #3, Q004-26, Power: CSXT 9051-CSXT 475. 45 stacks, 6081 tons, 7100 feet. This train made a late afternoon interchange with the NYSW, and was pretty much an overnight run east of Binghamton. Unlike the train ahead of this, it did not require the addition of any NYS&W power. One side note was the crew staffing. A Binghamton based road pool crew took the first train east of Binghamton to NJ and then taxied home on arrival. The second train, Q156-25, had a Jersey crew which was deadheaded to Binghamton to take rest for the train and thus brought that 156 east. The third train, Q004-26, was handled by the same crew who took the first detour train east, but on their rest after getting home from the deadhead back to Binghamton. All three trains operated without incident, though the second train which hit the Southern Division in daylight had a significant following including yours truly. Once the holiday had passed, everyone thought that would be the end of any detours for the foreseeable future. And they were right…to a point. Things changed at the end of June when, on the morning of June 27, CSX suffered a major collision between two trains and a resulting derailment that shut down the Chicago Line along the Mohawk River west of Amsterdam NY. Two crew members were injured and significant damage to the tracks, as well as adjacent NY Route 5 was the result. So once again, Cooperstown was contacted and detours were going to be the order of the day. But how many? It was estimated that it would take 3-7 days to clean up the derailment, and the next question was how many rerouted trains could the NYS&W handle. The first indication of what was to come was when the Cortland job, CL-1 was annulled from its normal morning time sign up, and rescheduled for 3pm. The plan was to taxi to Syracuse for the first detour, Q002 (formerly Q100), normally the hottest train on the railroad. The CL-1 crew would then hand the train off to a Binghamton based crew upon arrival at Binghamton (this changed as there was no road crew
NYSW SU 100, running as CSX Z224-03 detour via the River Line at MP 13, Bergenfield, NJ 7/4/13 Ralph Bonnano immediately rested, so the CL-crew stayed with the train to Deposit NY where a rested crew met up with the train and continued east). This however, was the SECOND detour of the day. The first detour was a Q004 which was ahead of the Q002. The Q004 made for quite the sight south of Syracuse, as the NYS&W added 4 of their own units (and six freight cars) to the train. So, by the time the train left Syracuse, the power was: CSXT 366, 7891, 8712, 4757, followed by NYSW 3808, 3810, 3800 and 3804, followed by the Intermodal stacks and then six tank cars on the rear. They hit Binghamton at about 6:30pm, with the Q002 behind them, on its way south from Syracuse at that time... But the most interesting was yet to come… Two more eastbounds were planned to operate via the NYS&W, and on the evening of June 28th, they did just that. The first train was Q156, which had departed Syracuse at approx 8:45pm. This would be an overnight run and the Southern Division after daybreak. But the real interest was the train that followed. That was K040, a crude oil train for Philadelphia that (like the other trains), normally operates via Selkirk to NJ then through Conrail Shared Assets where it rejoins CSX at Port Reading Jct, NJ for the last 60 miles to Philadelphia. What made this train of particular interest was that it had three BNSF GE locomotives as sole power. It also had 72 loaded tank cars of crude oil. These trains normally run with 100 to 105 loads, but the trains tonnage was reduced and the train cut to 72 cars primarily for the grades on the NYS&W out of Syracuse and in New Jersey. As this train was right behind the 156, this would also see daylight east of Port Jervis, thus bringing the fans out in droves. In the midst of all of this, a westbound intermodal detour 15 was operated, departing Little Ferry. This was a rerouted Q003, with the CSX symbol R003. The plan was for him to meet the eastbound(s) at Sparta, something that hasn’t been done in years. But tonight it was done… In any event, the K040 crude oil train was now the focus of everyone’s attention, and based on the internet chatter, again, a large group would be out for it (minus those who were too busy going “where is it now?” over and over and over on the net to actually go out and catch it!) The 156 detour was thru Warwick just after 11am, and the K040 was not too far behind. The K040 however was delayed a bit at Port Jervis account NJ Transit traffic, but was eastbound once again after the arrival of train 73, and was out of town just after 1:30pm. As this train had now become the worlds worst secret, it was determined they would get recrewed at Sparta Jct with a NJ based crew. The original Q156 crew and the K040 crew both deadheaded home to Binghamton. The K040 continued east to Little Ferry, where a CSX crew boarded and took the train back onto home rails. All in all, it was a pretty hectic few days, but the NYS&W met the challenge of having the bodies to move the traffic. Thing returned to normal with the SU-99 running as usual after the weekend. But things weren’t done just yet… It was now the NYS&W’s turn to add to the “detour fever” in the northeast. SU-99/BH-1 crew heading north at about 6:30am on July 2 struck a washout near MP 209 on the Syracuse main between Itaska and Whitney Point. No injuries, no hazmat were involved. The cars that derailed were approx 35 - 40 deep in the train and were loaded grey C&D debris cars. The result was a few cars on their sides and a good chunk of track torn up, and the C&D cargo all over the place. Eventually
Westbound SU 99 on the former L&HR at Lake Grinnell, NJ 7/8/13 . Ralph Bonnano the train north of the washout was moved north, and the result was that this now closed the NYS&W main artery between Syracuse and Binghamton. What to do…Well, as they say, one hand washes the other, and now it was Cooperstown’s turn to call CSX and request to operate a detour. The train would be the SU-100, operating on CSX as Z224-03. It would consist of 4 NYSW SD60’s and 90 cars. It would be the first NYS&W detour over CSX in many years and the first trip for the SD60’s to REALLY stretch their legs. The CSX crew was on duty at 205pm in Buffalo to taxi to Syracuse to pick up the train. They arrived at about 6pm, and after waiting on some traffic, got the OK to open up the hand switch onto the CSX main. Once on the main, the conductor restored the derail and switch, reported that fact to the dispatcher, and once on the head end, the train started east for Selkirk. The crew that would take the train to Jersey was on duty in Selkirk at 130am on July 4. As suspected, the lower half of the run on the River line was after daybreak, which occurred as the train neared Newburgh, NY. As with the K40, this train garnered significant interest, and arrived at CP-5, Ridgefield Park NJ and on to home rails just before 10am. Now the next question was, what to do about westbound traffic? That answer came on Saturday, July 6th, when a NYS&W crew was taxied to Little Ferry to take rest for an unusual Sunday SU-99, and in daylight no less! The crew was called for 9am, and as word spread, an audience was on hand for the departure. The train with 4 SD60’s and 98 cars, was westbound at about 1015am. Then it happened… As the train was going through Midland Park (MP 25), the train went into emergency. The dispatcher was notified, procedures were adhered to and the conductor started his walking inspection of the train. Approx. 30 cars deep, he 16 found the problem. A separation had occurred when the draft forces had become too much, and the entire draft gear (coupler, knuckle, drawbar and drawbar housing) was ripped out of the end of one car. This presented a problem, as on-site repairs were beyond anyone’s abilities at this point. So, after consultations, the SU-99 would take the damaged car to Campgaw and set it out with an addition car (for handbrake purposes), and then figure out the next move. As there was a WS-2 on duty and was planned to go service a customer in Paterson, it was decided they would grab the remainder of the train (60 + cars), pull it east and set out the other car damaged in the separation at the Hawthorne runaround. It soon became apparent that the single GP-38 the WS-2 had was insufficient power for the move, so they ran light back to Little Ferry and grabbed additional power. In the meantime, the head 30 cars (or so) of the SU 99 were shoved east to Wortendyke to await the return of the WS-2. Once notified they were en route and getting close to the rear of the train, the SU-99 and the WS-2 communicated their plan. The WS-2 would set the car out, return to the main, couple to the SU-99, and then pull the entire train back to Little Ferry. As the WS-2 crew was about to outlaw, the SU-99 crewmember was taxied to the east end of the train, by Hawthorne station at this point, and then pulled the train back to the yard. The road crew then returned to the hotel, to try again the following morning, July 8th. The SU-99 was finally on its way west the following morning, departing Little Ferry at about 430am. The crew was rested at 4am, and was marked on their rest. The rare daylight 99, with 4 units and 90 cars operated without incident, and hit daylight just west of Butler, NJ. And the other odd part to all of this? One of the crewmen was slated to start vacation upon arrival after the Sunday trip, but instead he got held back a day (but still got his full vacation when he got back to Bing(Continued on page 17)
hamton Monday afternoon. The other crew member, Joe Dillon, was going into the last week of his career before retirement. And that brings me to the next item… RETIREMENT, NYS&W STYLE I only mention Joe by name as it relates to the following. July 12 marked the retirement of locomotive engineer and long time (31 years) employee Joe Dillon. Joe hired on with the railroad in May of 1982, shortly after the late Walter Rich had purchased the Conrail (former E-L, nee DL&W) Syracuse and Utica branches and established the NYS&W Northern Division (The Southern Division was established two years earlier in 1980). Joe worked a good chunk of his career out of Utica, and the last several years he spent on the road pool between Binghamton and Little Ferry. Joe was also qualified on the 142 when that locomotive operated on the NYS&W. Joe was a professional all the way, a class act and a genuinely nice guy. It has been a real pleasure and honor to count him as a brother railroader, but more so, as a friend. I suggest that the readers go through any images they may have taken of the SU-99’s the past few years, if you have them. If you look in the cab and see a blue and white (or green and white) polo shirt, chances are its Joe. On Friday July 12, prior to his last run west, a small reception was had for Joe at the Ridgefield Park yard office. All the crews on duty were present, as was VP William Bloomfield, and retired engineer and former coworker Jim Ferrell ( a nice surprise). But at about 630pm, Joe opened the throttle on the SU-99 with a freshly washed (for him) SD60 3806 leading and began his last run. Judging by what I saw, I imagine his right arm was a bit sore from waving to everyone who waved to him. That was Joe; never without a friendly wave. Here’s hoping his days ahead are peaceful, enjoyable, and long. Thank You Joe, 17 SU 99 passing the mill at Cochecton, NY 7/8/13 Ralph Bonnano it’s been a pleasure. AND FINALLY … Well, I stated last time I needed Northern Division news, and brother, did I get it!!! My thanks go to all those who helped me with information, either by personal conversation or by posts in various internet forums. It was a great plus. As always, please stay safe trackside, don’t trespass, and take only pictures, leave only footprints. If anyone has anything they would like to contribute to this column, please email me at: blet601@gmail.com. After all, it’s YOUR dues that make this possible, and any and all contributions are welcomed. Until next time…
Yes, that much was done a decade ago so there was prior experience with this. Finally, the original water pipe to the old toilet and lavatory had to be removed. The water tank is at the other end of the car. Most of it was already gone since 1992 as it had split from freezing before we got it, but we want to make the sink function so it requires replacement. The lavatory will continue to be historically correct and when the car runs on its own, the shiny new toilet will continue to invite in families. This is just one example of the detail we have to It’s time to talk shop. First, I want to go to the bathroom, which is an odd thing to call it when you can’t take a bath in there. It’s also known as the lavatory, though that is the sink within. Call it the powder room, convenience, the necessary, the head, the loo, the (porcelain) throne room, but on railroads, the door is often marked simply “TOILET” if not men or women. That pretty much says all you really need to know. In the last issue, I mentioned toilet work in M1. Historically correct becomes a problem with the nature of the original toilet. When we got it, it was still a hole-in-the-floor model, one of thousands that littered railroad rights-of-way all over the world. When we restored the car, it was still allowed under a “grandfather” clause, but as time went on, that also went away and the toilet had to be removed, lest it see illegal use. I can’t argue that after an incident in Maywood one day long ago. You know those old signs that read “Do Not Use While Standing In A Station”…? Now you may wonder why I am making this a big subject for this issue. The answer is simple. The people to whom we cater are the general public. It’s our mission to educate them about rail travel. General public means children and if you have them, you know where I’m going, to coin a phrase. There are sometimes complaints about having to have toilets and to service them but the truth is, without them, we are simply not making the environment attractive to families and their little “emergencies.” While M-1’s toilet was removed, it served as a closet for brooms and other junk. To install a new toilet, a retention tank model in stainless steel had to be installed. It still requires a hole in the floor to drain the tank, but the hole needed to be smaller and barely allowed the downpipe to snug up against one side of the original, once the funnel was removed. The floor had to be redone starting with a new layer of marine grade plywood, then tiled so the toilet could be fastened down. The lower door hinge needed to be rebuilt after years of water contact caused corrosion. M-2’s toilet had so much corrosion along the floor, the walls rotted away and had to be replaced. 18 attend to in maintaining the equipment. During winter 2013, we also saw work on brakes. The Long Island cars needed the brakes inspected this year and the valves were sent out to a contractor. Meantime, the brake cylinders were opened, inspected, cleaned and rubber replaced. This work got done before a pause to run trains for Easter. The three-day event was, once again, up by almost 600 riders over the previous year as it continues to be a growing event. The Saturday following was the annual rules classes for the operating personnel, then it was back to work. Brush cutting parties are occasionally held to clear the right of way. Besides removing more of the Sandy debris this time around, it was in preparation for weed spraying. Spraying is done to the whole railroad. As I said last issue, while not currently in service, we want it available to be put into service and the relatively minor work involved done on a regular basis has a tremendous cost-cutting effect later when track work occurs. However, our workers can smell Riegelsville getting close, with just over a mile of track work to get there. As mentioned earlier, our permanent shop will also be located just north of the station. The week after the classes, a day’s work accomplished major clean-up of the area around the shop building as well as some time spend clearing the trees at the station site. A second major session in May further opened up the area. Meanwhile, back at the other end, the week after the classes had a major work session going in Lehigh Junction as well. The problem we were dealing with was the slope next to the NS bridge pier. With each heavy rain and the water rolling off the pathway, more dirt and rocks rolled down the hill, creating a hazardous tripping condition on a part of the platform that is, of course, typically used only at night. It was also an unsightly mess. Using a string of concrete blocks (with the politically incorrect names), the area was dug out and a retaining wall installed. This not only improved the condition of the platform, but its width as well, which will help when the larger crowds are queuing up for a train. The following weekends would see more clean-up and planting of shrubs. With the 142 inspection under way in the shop, April provided busy weekends all across the road. Guess that means I should mention 142 now. During the annual inspection, the throttle valve was leaking severely and had to be lapped in order to seal it. The hydro test couldn’t build up the necessary pressure until then and only one leaking staybolt was to be found during the test. Naturally, it was in as inconvenient a place as it could be, under all the boiler lagging. The rods had to be re-babbited. Essential
The Morris County Central #18 is currently under restoration and will be in service at the Carpentersville Shop facility in the near future. ly, a babbit is a soft metal liner to a larger brass bearing meant to take the wear, and they did. There was also an issue in the driving boxes with lubrication. I’m glossing over the engine a bit this issue, but I’ve made it plain in the past how much maintenance is required to be one of the few people still running steam. Certainly, it should be noted we are not sitting still. We make improvements to the cars, the engines, the track and the stations. But all these improvements depend on our volunteers. So while we admire our accomplishments, we also lament the time it’s taking to do them. That could easily change if more of our members came out and put in a little time on the project of their choice. If you’ve ever used a broom, screwdriver, shovel, chain saw or lathe, you can help. You should know by now how to get involved. Email Mechanical@nyswths.org for instructions if you don’t! Our NYSW M-1 in Whippany, New Jersey. Photo: Rich Onorevole 19
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