email@example.com () writes: > > Several points: > > - NYSW directly serves SeaLand's terminal in NY HarborNo, NYS&W directly serves the SeaLand Little Ferry terminal in New Jersey. The containers are unloaded and driven by truck the 10 miles to the Elizabeth Marine Terminal - SeaLand has NO operations in NY Harbor, per se. Conrail could serve SeaLand directly at the Marine Terminal via its ex-CNJ trackage. CR could also serve the Little Ferry terminal, as its ex-NYC River Line parallels the NYS&W right past the terminal. Switches at both ends of the yard that are directed towards the CR main offer an "out" if the NYS&W gets cocky.
> - SeaLand is owned by CSXA very important fact to remember... CSX would rather deal w/NYSW than CR.
> - NJ Transit certainly does not want CSX trains on its tracks.NJT doesn't want ANY trains on its tracks, other than theirs. Ask CR!
> - CSX tends to buy short connecting railroads when it needs them > (ie. RF&P)Remember that CSX has a large controlling interest in the RF&P for a LONG TIME. However, there are two CSX and two NS guys in the board of directors of the NYS&W...
> - NYSW would almost certainly jump at the chance to be bought > out by CSX if given the chance.Hmmm... don't know about that. Everyone said that when it was believed that CP would buy them out. [Locomotive] Powerwise, it would be immensely helpful!
> My guess is that IF CR/NS goes through, expect NYSW to become part of CSX, > and to see CSX routing be over the Tier to (???) where they can get on > NYSW.This actually seems like a pretty good guess. (BTW, the NYS&W runs from Binghamton to Burnside on the old EL (EL! EL! EL!), where it swings onto the former L&HR... this is still CR at this point. At Warwick, it becomes the NYSW)
Many of my non-railfan friends ask me if the NYS&W has been purchased by CP Rail, as those are pretty much the only engines they see here! Ah, to remember the day when I saw the first two CP SD40-2's come into Little Ferry....
RD> Stockholm once the 251 was on the downhill side. RD> Returning east to Butler at 2:05 am, the 1800 and its crew RD> broke from the other power and went into the Butler runaround to await RD> passage of the 251, which was at 2:30 am. RD> With these delays came a problem of crews outlawing way before RD> Binghamton NY (200 route miles west of Butler). The 251 would never RD> make it onto Conrail's Southern Tier Line at Campbell Hall (ex-Erie RD> Graham Line Main) by 5:30 am which is when the eastbound commuter trains RD> start going east from Port Jervis (30 miles west of Campbell Hall). RD> So the SeaLand Train 251 was held at Sparta Junction, backing onto the RD> Limecrest Industrial Track (the part of the ex-Lehigh & Hudson River RD> that is south of the NYSW main but less than 10,000 feet long). RD> Although I'm not sure if any of the crew members on last night RD> worked the SeaLand trains of October 1986, the NYSW dispatcher in RD> Cooperstown was Tom Ross who was one of the telecommunicators for the RD> Susquehanna eight years ago. UPDATE: Last night, Oct. 18/19, the NYSW did not take any chances and had the 1800 on the end of the westbound 257 (NJ/Chicago "mail express") just in case it was need to assist. Entering Butler Borough (mp 37 is on the east end of town although the block station is further past mp 38), the train was doing 20 mph but as it progressed up the westward grade it slowed down to under 5 mph when they decided to kick in the power of the 1962 built GP18 and away they went. As previously stated this area does not have much straight track. Every autumn there seems to be a problem with damp rails compounded by the falling leaves here since there are literally hundreds of maple and oak trees bordering the right of way but not on railroad property.
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Last updated: 4 April 1999