Erie Central

SYMBOL

FROM / TO / WHEN

NOTES

AB - 91

Binghamton to Buffalo, mid 1972 to 1975, possibly 1976.

Albany Buffalo 91. Mixed manifest. Run-thru connection train from D&H.

ACX-99

Croxton to Chicago via PO, mid-1972 to early 1973; Croxton to Chicago via SC, 1973 to 1976.

Advance Croxton 99. Expansion of CX-99 TOFC service for UPS. Ran 3 days per week in 1973, programmed for 5 days in Oct., 1973 schedule.

ANY-99

Croxton to Chicago via PO, late 1968 to early 1972.

Advance New York 99. TOFC and high-class boxcar merchandise, including forwarder traffic. This was an early section of NY99 to Chicago, initiated during traffic surge caused by PC merger problems. If BN power came into Croxton on NE74, it often went west on ANY-99. Did not run regularly after early 1970, although remained in schedule until 1972. This was a rare and short-lived 4th schedule from Croxton to Chicago; the only other time there were more than three was in early 1966, with the addition of 97.

AP – 1

Croxton to Buffalo via PO, mid-1970 to mid-1972.

Apollo 1. This schedule was probably an effort by the EL to compete with the LV for TOFC traffic from parent N&W’s hot Apollo service out of Chicago (via former NKP). AP-1 ran with via-Buffalo TOFC for only about 6 months in 1970, continued thereafter mostly with empty auto racks from the unloader in Jersey City heading back to Detroit. (LV’s Apollo service obviously won the battle as the N&W’s primary TOFC connection to the NY area). AP-1 was previously ND-91, went back to that designation in mid-1972. E/B counterpart, AP-2.

AY - 91

Ashley PA (CNJ yard) to Susquehanna PA, 1960-1961.

AshleY - 91, a former Erie symbol, carrying CNJ interchange from to westbound connections at Susquehanna, PA (primarily CX-91 to Hornell, thence XC-91 or 191). Ran via the the CNJ and D&H from Ashley to Avoca, PA, thence the Jefferson Division to Susquehanna. This operation was obviously redundant with the ex-DL&W interchange arrangement via Scranton and Taylor, PA, and was one of the first former Erie operations to be eliminated. It is surprising that the train (and its eastbound conterpart AY-78) still appeared in the 1961 schedules.

BB - 3

Binghamton to Buffalo NY, 1960-1961.

Binghamton Buffalo - 3, a former DL&W symbol. This operation handled TOFC and mixed freight from the D&H. This was one of the first former DL&W operations to be eliminated as traffic levels dropped in 1961 and 1962; SB-3 obviously absorbed its traffic, as that run left Binghamton two hours later than BB-3 and arrived in Buffalo but one hour later.

BM – 7

Buffalo to Meadville, mid 1966 to 1971; Buffalo to Marion, 1972 to 1974. Possibly cut back to Meadville, 1975 and 1976.

Buffalo – Meadville 7. Mixed manifest, connection from Rochester train RM-79 (later RM-97), Rochester TOFC to MB-77, later NY-99. Replaced RC-75 from Buffalo to Meadville, RC-75 then becoming RM-79. BM-7 was a lighter tonnage train, thus sometimes ran via the shorter but steeper B&SW route.

BM – 9

Buffalo to Meadville, mid 1966 to early-1972; Buffalo to Marion, mid-1972 to 1974. Possibly cut back to Meadville, 1975 to 1976.

Buffalo – Meadville 9. Mixed manifest. Replaced BSW-91, reflecting the re-routing of most w/b traffic from Buffalo via River Jct. and the River Line, versus the shorter but more heavily graded B&SW route. BM-9 was usually a tonnage train.

BN – 99

Marion to Chicago (BN Cicero Yard), 1972 to 1976.

Burlington Northern 99. Mixed manifest. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under 1971 direct interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). Sometimes combined with SFE-97 out of Marion, split at Huntington. Direct delivery by EL crew to BN Cicero Yard. Received block of cars including TOFC from NY-99 at Huntington. After 1974 and demise of NW-1, handled N&W westbound connection cars to Huntington.

BRC – 97 / 99

Marion to Chicago (Clearing Yard), 1975 to 1976.

Belt Railway Chicago 97 or 99. Mixed manifest. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under direct interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). Sometimes ran in two or even three sections. Generally carried interchange blocks for SOO, Rock Island and C&EI.

BSW – 91

Buffalo to Meadville via B&SW branch to Jamestown. Merger to 1965.

Buffalo South Western 91. Mixed manifest. Per Erie practice, some Buffalo westbound traffic ran via the shorter B&SW branch to Meadville instead of backtracking east to River Jct. and then taking the River Line west. However, severe grades on the B&SW limited tonnage and running speeds. As part of the William White operating revisions of 65-66, B&SW was discontinued as a through freight route (though retained for local freight service).

BX - 91

Hornell to Buffalo, merger to 1962.

BX (symbol for Buffalo) - 91. Mixed manifest. Holdover from the traditional Erie system of 91 freights that consolidated and split at Hornell. Connected from XC-91 from Maybrook. When DL&W trains were routed via Hornell, XC-91 traffic could be added to HB-9 at Hornell, and BX-91 was no longer needed.

CEI - 97

Marion to Chicago, circa 1971 - 1974.

Chicago Eastern Illinois 97. Mixed manifest. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under 1971 interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). Direct delivery by EL crew to CEI 37th St. Yard. Was not in published freight schedules. CEI interchange was moved to via BRC at Clearing Yard by 1975, see BRC - 97/99.

CNW - 97

Marion to Chicago (CNW Wood St. Yard), 1971 to 1976.

Chicago North Western 97. Mixed manifest. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under 1971 interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). First appeared in freight schedules in 1974. EL crew from Huntington brought train to 51st Yard, and EL transfer crew then brought the train to the CNW at Wood St.

CO – 97

Marion to Chicago, 1971 to 1975.

ChicagO 97. Mixed manifest. Connection from NY-97, other w/b freights from Marion to EL Chicago terminals. Carried interchange for EJE at Griffith, BRC and SOO, CWI, Chicago Jct, L&N (ex Monon) at Wilders. These blocks were reassigned variously to MILW-97 and CNW-97 by 1975, BRC and SOO to BRC-97 (sometimes called BRC - 99).

CS – 9

Croxton to Scranton, 1967 to 1976.

Croxton Scranton 9. Road local. Connects to SC-99, SB-3. The "9" may have related to former DL&W hotshot HB-9, which was a hotshot out of Port Morris, NJ with New England traffic via L&HR, but did local work sometimes between Hoboken and Port Morris. HB-9 thus became HS-9, which later became CS-9.

CX - 91

Croxton to Hornell, merger to 1963.

CroXton 91. Mixed manifest. Holdover from the traditional Erie system of 91 freights that consolidated and split at Hornell and Meadville. Connected at Hornell to 191 for Meadville / Marion / Chicago.

CX – 97

Croxton to Meadville or Marion via SC, 1975 – 1976.

CroXton 97. Mixed manifest. Replaced NY-97 symbol. Programmed via Scranton, but occasionally ran via PO.

CX – 99

Croxton to Chicago via PO, early post-merger to late 1967; Croxton to Chicago via PO, early 1969 to 1976.

CroXton 99. Ran as mixed manifest / TOFC until 1970, leaving Croxton 12:15 to 3am, a few hours behind NY-99. Was temporarily re-named NC-1 in 1967, but then went back to CX-99 by early 1969. In 1970, with the start of the UPS contract, CX-99 was reprogrammed as an all-TOFC run, primarily UPS traffic, leaving Croxton at 5:30 am. Picked up UPS trailers from southern New England points loaded at Port Jervis; set out at Huntington.

DN – 91

Marion to Dayton, early post-merger to 1965.

DaytoN 91. Mixed freight, daily road train from Marion to Dayton. Renamed DN-99.

DN – 97

Marion to Dayton, 1968 to 1969.

DaytoN 97. Mixed freight, daily road train from Marion to Dayton. Renamed MD-97, probably to avoid confusion with DN-90 and ND-91 symbols established during Dereco era.

DN – 99

Marion to Dayton, 1966 to 1968.

DaytoN 99. Mixed freight, daily road train from Marion to Dayton. The "99" symbol was possibly a message from Cleveland HQ (William White era) to the operating department to give this train more attention. Later renamed DN-97.

ES – 99

Elizabethport (CNJ) to Lake Jct. to Scranton, 1972 to 1976.

Elizabethport Scranton 99. Mixed manifest. DL&W and later EL traditionally maintained a high-volume interchange with the CNJ at Taylor Yard in Scranton. However, the CNJ intended to abandon its operations in Pennsylvania in 1972. In anticipation of this, the CNJ upgraded its High Bridge Branch and arranged a crew and power pool arrangement with the EL via Lake Junction, so as to operate a thru interchange freight from Elizabethport, NJ to Scranton, PA. This operation was generally successful, and lasted to the Conrail takeover. E/B counterpart, SE-98.

FB - 5

Harding, OH to Marion

Fisher Body 5. Auto parts traffic between Fisher Body plant in Ontario, OH near Harding Yard, and C&O interchange in Marion. E/B counterpart, FB-4.

HB – 1

Hoboken to Buffalo via Scranton, merger to 1962; Scranton to Buffalo, 1963; then revived Hoboken to Buffalo via Scranton, 1973 to 1976.

Hoboken Buffalo 1. Mixed manifest. Traditional DL&W symbol. In 1961, carried TOFC and banana traffic and set-out/picked-up in Scranton, Binghamton and Elmira; in 1962 was downgraded to general traffic and was assigned to make additional pick-ups, in Athenia and Port Morris, NJ. Cut back to Scranton in 1963, then abolished. In 1973, after the bankruptcy caused by Hurricane Agnes, the N&W / Dereco era was over, and EL management made some operating revisions. HB-1 was a throwback to DL&W operating practices, as it was the first symbol freight to originate in Hoboken since 1965 (when the Scranton road local, HS-9, was shifted to Croxton). Also first road train to originate on the Hudson waterfront since HB-3 was shifted from Jersey City to Croxton in 1967. Train TC-3 from PO to Buffalo was removed from the schedules when HB-1 re-appeared, probably reflecting the Moonshower plan to emphasize the Scranton route from Binghamton to Croxton and downgrade the Port Jervis route. In 1975 and 76, HB-1 was operated both via Scranton and Port Jervis, and at times carried empty auto racks from the Jersey City unloader; in such case, HB-1 probably originated or picked up in Croxton, as auto racks could not operate through ex-DLW Bergen Tunnel at Hoboken.

HB – 3

Hoboken to Buffalo via Scranton, merger to 1963; Jersey City (former Erie yards) to Buffalo via PO, about 1964 to 1967; Croxton to Buffalo via PO, 1967 – 1968.

Hoboken Buffalo 3. Former DL&W symbol, was their fastest overnight westbound freight schedule (about 12 hours). In 1961 was still a manifest carrying TOFC and banana traffic. Was downgraded to general freight in 1962, routed via Hornell. In 1963, originated in ex-Erie Jersey City yard instead of ex-DL&W yard in Hoboken when Hudson River carfloat traffic was consolidated to the ex-Erie North Yard; was also given pickup work in Athenia and Port Morris formerly done by HB-1 (HB-1 cut back to Scranton-Buffalo). Was reprogrammed in 1964 as an Erie-side train via Port Jervis from Jersey City. In 1967, HB-3 was shifted from Jersey City to Croxton; it was the last EL road freight to originate at a car-float yard along the Hudson until HB-1 was re-established in 1973 (in 1967, the ex-Erie carfloats in Jersey City were abandoned, and the ex-DL&W carfloats in Hoboken were re-activated, with transfer runs bringing carfloat cars from Hoboken to Croxton). Between 1968 and 1973, all EL road freights on the NY Division originated or terminated in Croxton. Was re-named ND-91 at start of the Dereco era in 1968. HB-3 was used as an example for radio communications in the 1964 EL Rulebook, i.e. rule 790, "EL caboose train HB-3 calling engine".

HB - 5

Hoboken to Buffalo via Scranton, 1960 - 1961.

Hoboken Buffalo 5. Carried banana traffic, TOFC and mixed freight, although ran a slower schedule than HB-3. Former DL&W symbol, was eliminated in 1962 as traffic declined and former DL&W freights were routed via Hornell, allowing consolidation with former Erie trains to Buffalo.

HB - 7

Hoboken to Buffalo via Scranton, 1960 - 1961.

Hoboken Buffalo 7. Ran a slow schedule making many stops with empties from Hoboken, cement traffic from Bangor and Portland lines, and other mixed freight. Former DL&W symbol, was eliminated in 1962 as traffic declined and former DL&W freights were routed via Hornell, allowing consolidation with former Erie trains to Buffalo.

HB - 9

Port Morris to Buffalo via Scranton, merger to 1963.

Hoboken Buffalo 9. Mixed manifest. Former DL&W symbol, traditional DLW fast freight connection from L&HR train 31 out of Maybrook. EL obviously wanted all traffic from Maybrook delivered direct to the Erie route, as to eliminate the L&HR as "middleman" (which was necessary for the DL&W). Thus it is somewhat surprising that this train was still scheduled through 1963; it obviously took EL sales staff some time to convince all New England shippers to forsake the old LHR / DLW route via Port Morris and use the ex-Erie line from Maybrook; see NE-3 and NE-99 for service attempts to divert this traffic. Power and caboose for this run may have laid over at Port Morris from the BH-12 (aka NE-2). After 1963, this run was probably downgraded into road-local HS-9.

HP – 1

Hoboken (later Croxton) to Phillipsburg, early post-merger to 1965.

Hoboken Phillipsburg 1. Road local, not in freight schedules. HP-1 was a holdover DL&W symbol for the local serving the Phillipsburg branch. Until 1963 or thereabouts, HP-1 often ran via the Morris & Essex electrified main through Morristown (versus the Boonton Line generally used by w/b freights on the former DL&W). Eastbound counterpart was called the "P’Burger". Train was cut back after 1965 to a turn from Phillipsburg to Port Morris (sometimes continuing to East Dover), and the HP-1 symbol was dropped. The train was then simply known as the P’Burger. A local freight that traveled longer distances was usually called a "Roustabout" on the DL&W, but given the 83 miles from Hoboken to Phillipsburg, this run was a "super-roustabout" entitled to an alpha-numeric symbol.

HS – 9

Hoboken to Scranton, circa 1963 to 1965; Croxton to Scranton, 1966.

Hoboken Scranton 9. Road local to Scranton. Holdover DL&W symbol, changed to CS-9 by 1967, reflecting EL policy to originate and terminate all road trains in Croxton. Was still called HS-9 for a short time after being moved to Croxton; railroad traditions in the 1960’s did not change as quickly as reality did. May have been a downgrading of HB-9 after that former DL&W run lost its traffic from New England via the L&HR (as New England shippers were encouraged by EL sales people to route directly to EL via Maybrook).

IC – 97

Marion to Chicago (IC Markham Yard), 1971 to 1976.

Illinois Central 97. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under 1971 interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). First appeared in freight schedules in 1974. Sometimes combined out of Marion with RN-99 (later RI-99 or 97), later CNW-97, to be split at Huntington.

LN – 97

Meadville to Dayton, late 1975 to 1976.

Louisville and Nashville 97. Operated from Meadville with coal traffic and other cars for points on the Louisville and Nashville RR from Cincinatti (via the B&O south from Dayton, OH). The coal traffic was a new contract established during the EL's final months. LN - 97 would also carry traffic for the Southern RR at Cincinatti. The DN - 97 train from Marion continued to operate, thus increasing road freight frequency on the Dayton Branch from one to two trains daily.

M – 97 (aka MILW-97)

Marion to Chicago (MILW Galewood Yard), 1971 to 1976.

Milwaukee 97. One of several direct-delivery Chicago interchange trains out of either Marion or Huntington, under 1971 interchange plan (whereby Chicago area classification at Hammond was done away with, Marion pre-sorted all Chicago interchange). First appeared in freight schedules in 1974. Set out cars for L&N ex-Monon at Wilders and EJE at Griffith after 1974. Until late 1974, was sometimes combined to Huntington with CNW-97; EL road crew from Huntington delivered the train to the MILW at Galewood Yard via the BRC. After 1974, MILW-97 delivered to the IHB at Calumet City, with a MILW crew then taking the train to Galewood or Bensenville Yd.

MB – 77

Maybrook to Chicago, circa 1963 to late 1966.

MayBrook 77. Mixed manifest / TOFC. Sometimes this train would be referred to by operations staff as "XC-77", using the Erie’s "XC" call letters for Maybrook Yard. Probably replaced 75, and in turn was replaced by NE-97.

MB – 91

Maybrook to Buffalo, circa 1963 to 1965.

MayBrook 91. Mixed manifest / TOFC. Sometimes this train would be referred to by operations staff as "XC-91", using the Erie’s "XC" call letters for Maybrook Yard (see note on earlier XC-91 operation, below). Probably replaced the original XC-91 to Hornell, and was in turn replaced by NE-5.

MB - 99

Maybrook to Chicago, 1964 to 1967.

MayBrook 99. TOFC and boxcar freight. MB-99 replaced NE-99. Connected from NH TOFC train ACB-1. Sometimes called "XC-99", reflecting "XC" call letters for Maybrook Yard. Renamed NE-99 in 1967.

MC – 1

Meadville to Cleveland, 1966 to 1975, possibly 1976.

Meadville Cleveland 1. Mixed manifest. Replaced 177 symbol as part of the William White revision of EL freight service in 1965-66.

MC - 3

Meadville to Marion via Y’Town, 1973 to 1975, possibly 1976.

Meadville Chicago (?) 3, Mixed freight / road local, probably replaced 93. Long, slow run doing much work along the way.

MD – 97

Marion to Dayton, mid-1969 to 1975, possibly 1976.

Marion Dayton 97. Mixed freight, daily road train from Marion to Dayton. Formerly MD-97, probably renamed to avoid confusion with DN-90 and ND-91 symbols established during Dereco era.

MW – 97

Croxton to Marion via PO, 1975 – 1976.

MahWah 97. Primarily auto multi-levels and empty auto parts cars from Ford Mahwah. Scheduled via PO; however with clearance projects on Scranton side completed, MW-97 could run east to Croxton, turn on New Loop, and then run west via Scranton.

NC – 1

Croxton to Chicago via PO, late 1967 to 1968.

New York Chicago 1. Mixed manifest / TOFC. For a short time, train CX-99 was renamed NC-1 in the schedule, shortly after William White’s death. This was a DL&W-like symbol. Perhaps it represented a White / DL&W tribute so as to atone for the shabby way that former DL&W officials were treated by the EL in the early 1960s, especially in the operating department (ironically by White’s brother Gary, a hardcore Erie man). However, by early 1969 if not sooner, the train went back to being called CX-99.

ND – 91

Croxton to Buffalo via PO, late 1968 to 1970. Croxton to Buffalo via SC, 1972 to 1976.

New York Detroit 91. Train HB-3, a mixed merchandise run, was renamed ND-91 in late 1968, reflecting Dereco cooperation with N&W operations out of Buffalo (N&W concurrently ran an ND-91 from Buffalo to Detroit along the former Wabash Canadian division). In 1970, the EL renamed ND-91 to AP-1, reflecting EL’s short-lived attempt to participate in N&W’s New York to Chicago "Apollo" TOFC service with the Lehigh Valley. By 1971, the AP-1 was mostly empty autoracks returning to the Detroit area from the Jersey City unloader (at the former Erie passenger yards). However, the Apollo moniker remained until 1972, when Dereco/N&W influence receded after Hurricane Agnes and bankruptcy. Interestingly, the early Dereco ND-91 symbol was restored by late 1972, but via a Scranton routing. The ND-91 re-routing enabled a Buffalo pickup at Scranton, and thus the SB-3 schedule was abolished at that time.

NE – 3

aka
S-NE-3
(in 1961)

Hoboken to Buffalo, 1960 to 1961; Hornell to Buffalo, 1962 to 1963; Binghamton to Buffalo, 1964 to 1966; Croxton to Buffalo via PO, 1966 to 1968.

New England 3. (Signifying New England traffic from the New Haven via L&HR to Port Morris, and from D&H in Binghamton). Through 1961, NE-3 ran a hot schedule to Buffalo from Hoboken with a late night departure, handling bananas, TOFC and forwarder traffic; 12 hour 30 minute running time to Buffalo, just slightly slower than HB-3. NE-3 appears to be an early E-L revision of DL&W 2nd HB-3, which was a late night westbound from Port Morris that ran a fast schedule to Buffalo with New England traffic from L&HR train 35 from Maybrook (which connected from NH Adv BO-1, late afternoon TOFC departure from Boston). EL's NE-3 made a pick-up in Port Morris from L&HR 35 (which was still scheduled in 1961 but dropped in 1962); however, the EL's interest was to eliminate the L&HR routing to Port Morris and handle all New Haven traffic via the Erie line to Maybrook - but gradually, as not to upset the NKP. Interestingly, the EL in 1961 also called NE-3 the "S-NE-3", possibly for "Super" or "Satellite" as applied by the DL&W and early EL to Buffalo-Hoboken hotshot 20. Nevertheless, by 1962 NE-3 was reprogrammed as a Hornell to Buffalo train connecting from NE-99 out of Maybrook (NE-99 was a new operation in 1962); the new NE-99 / NE-3 service signaled the fulfillment of the EL's gradual diversion of westbound New Haven traffic from the ex-DL&W's traditional routing of L&HR from Maybrook to Port Morris, DL&W to Buffalo, and NKP west from there. Obviously the EL didn't want to divert this traffic too quickly, as to prevent the NKP from filing an ICC complaint (similar to what the EL filed against Penn Central regarding Maybrook service declines); by late 1962, however, the NKP was not in a good position to complain, as it was awaiting ICC approval of its takeover by the N&W. By 1964, NE-3 was reprogrammed as a Binghamton to Buffalo train, then was moved up to Croxton via PO (no Maybrook pick-up). Probably then reprogrammed to TC-3 during Dereco era.

NE – 5

Maybrook to Buffalo, 1966 to 1967. Port Jervis to Buffalo, 1968

New England 5. Mixed manifest. DL&W - like symbol, although DL&W schedules did not have an NE-5. On EL, NE-5 originated in Maybrook for Buffalo via Port Jervis. Direct Maybrook – Buffalo service ended by 1968 as traffic from Maybrook declined after PC merger; thereafter, Buffalo traffic would be mixed in with w/b Chicago trains from Maybrook and switched out at Port Jervis for Buffalo runs. Probably reprogrammed to TC-1 during Dereco era.

NE – 97

Maybrook to Chicago, 1967 to 1973; Maybrook to Marion, 1973 to 1974; Utica to Marion, 1974 to 1975; Utica to Elmira, 1975 to 1976.

New England 97. Mixed manifest. Replaced MB-77. In 1972, NE-97 became a run-through freight with a joint EL / PC power pool from Port Jervis to New Haven, to eliminate classification in Maybrook. After the Poughkeepsie Bridge fire in 1974, was reprogrammed from Selkirk Yard to EL at Utica. During final months of EL, was cut back to Elmira for pickup by PO-87 to Meadville, a low-quality service. Was also known as UT-97 (Utica 97) in that phase.

NE – 99

Maybrook to Chicago, 1962 to 1963; Maybrook to Chicago, 1967 to 1971. Lake Jct. to Binghamton (from CNJ originating in Port Newark), mid to late-1973.

New England 99. TOFC and boxcar freight. Prior to 1962, 1st 99 made a pick-up in Maybrook and 2nd 99 originated in Maybrook; but this was eliminated in 1962 with the establishment of NE-99. NE-3 was also cut back from Hoboken - Buffalo to Hornell - Buffalo as a connection from NE-99 in Hornell. As a seperate manifest to Chicago from Maybrook, NE-99 was programmed to support the EL's effort to eliminate the ex-DL&W routing of New Haven westbound traffic via the L&HR to Port Morris, and the turn-over of such traffic to the NKP in Buffalo (while still protecting other Buffalo interchange via the NE-3 connection). NE-99 protected the connection from NH Adv BO-1, late afternoon TOFC departure from Boston. Was replaced by MB-99 in 1963, which went back to the NE-99 symbol in 1967. Due to deterioration of Maybrook service after PC took NH over in 1968, this service was ended by mid-1971, probably earlier. The third incarnation of NE-99 came in 1973, as a run-through EL / CNJ train via the CNJ High Bridge Branch, akin to the ES-99. This version of NE-99 was a TOFC train that connected to the PB-99 in Binghamton, offering expedited service from CNJ’s Portside TOFC terminal in Port Newark to Chicago. Traffic failed to develop and the train was discontinued by late 1973 (oil crisis and recession). E/B counterpart (in both incarnations), NE-100.

NF-1, NF-3

Buffalo to Niagara Falls, early 1960s to 1976.

Niagara Falls 1 and 3. Interchange from EL to C&O and Canadian roads at Suspension Bridge, NY. Had timetable authority, as trains 285 and 275. NF-1 informally called the "Day Falls Run" and NF-3 known (rather poetically) as the "Night Falls Run". Also called the "Falls Jobs" or "Falls Turns". In Oct. 73, NF-1 had a programmed connection from SB-3, TC-1 and RC-98, while NF-3 forwarded traffic from the MF-74 and ND-91.

NS - 77

Marion to Lima, Merger to 1961.

NS (symbol for Lima, OH) 77. Mixed manifest, connection from 77. Was renamed SJ - 77 in 1962. Made connection to NKP service to St. Louis at Lima. After N&W takeover of NKP, N&W favored former Wabash route through Huntington, IN, and SJ-77 was thus abolished.

NS - 191

Marion to Lima, Merger to 1961.

NS (symbol for Lima, OH) 191. Mixed manifest, connecting from 191. Was renamed SJ - 191 in 1962. Made connection to NKP service to St. Louis at Lima. After N&W takeover of NKP, N&W favored former Wabash route through Huntington, IN, and SJ-191 was thus abolished.

NW – 1

Marion to Huntington, late 1973 to 1974.

Norfolk Western 1. Connection traffic for N&W to St. Louis or Kansas City via Huntington, formerly handled in SLCB and WCE. E/B counterpart was EL-2. As traffic levels declined, N&W connection traffic was moved to Huntington in the BN-99 in lieu of a seperate train for the N&W.

NY – 77

Croxton to Chicago via PO, 1964 to 1966.

New York 77. Mixed manifest and TOFC. Formerly 77, replaced by NY-97.

NY – 97

Croxton to Chicago via PO, 1967 to 1972; Croxton to Marion via PO, 1972 to mid-1974.

New York 97. Mixed manifest and TOFC. Replaced NY-77, and later was replaced by CX-97. Before the UPS contract of 1970, NY-97 was the early morning hotshot out of Croxton. After CX-99 became the UPS TOFC train, NY-97 became a mostly-boxcar train leaving around 2 to 3 am. Was cut back to Marion because of the western interchange plan of 1974, whereby Marion originated trains running thru to the Chicago yards of particular railroads, e.g. CNW-97, BN-99, IC-97.

NY – 99

New York to Chicago via PO, 1964 thru 1972; New York to Chicago via SC, 1973 to 1976.

New York 99. Traditional Erie TOFC / boxcar forwarder hotshot from Croxton to Chicago. Prior to 1964, there was a first-99 and second-99, although declining traffic may have led to their combination by 1963. Officially nicknamed "The Flying Saucer" along with E/B counterpart NY-100 by the Erie. In 1970s, carried fewer forwarder boxcars and more and more UPS trailers. E/B counterpart, 100 and NY-100.

PB – 1

Binghamton to Chicago, early post-merger to 1968.

PiggyBack 1. Early EL attempt to develop Boston to Chicago TOFC traffic with D&H and B&M. Later renamed PB-99. No E/B counterpart, eastbound TOFC traffic to Boston via D&H / B&M handled by NE-100.

PB – 99

Binghamton to Chicago, 1968 to 1976.

PiggyBack 99. TOFC service to Chicago from Boston via D&H from Binghamton / B&M from Mechanicsville. Some power pooling between three roads, EL units were seen in Boston, B&M units occasionally seen on this train west of Binghamton around 1970. E/B counterpart, PB-100.

PN – 21

Rupert to Scranton, late 1969.

Philadelphia Newberry Jct. 21 (Reading train symbol). Shown in Oct. 1969 schedule. Connection from Reading train at Rupert, to replace RDG-99 operation from Newberry Jct. (Can be confusing because this is a westbound symbol, reflecting the general direction of traffic from Philadelphia to Chicago; but operationally, the Rupert to Scranton run was eastbound). Because of the PC merger, RDG eliminated manifest service to Newberry and was willing to short-haul itself by interchanging with the EL in Rupert. Uncertain if a PN-21 actually operated on EL Bloomsburg line as such, or if the schedule entry just represented service to Rupert via the 242 freight from Northumberland to Scranton (see 242 under Eastbound symbols). The Oct. 1973 freight schedule indicates that a seperate run from Rupert to Scranton numbered 1740 forwarded Reading traffic from Philadelphia and other Reading points to Scranton for connection to the SC-99. By 1975, the Reading train was called PE-1, arrived at Rupert around sunrise; interchange was picked up by the 242 / 1742 run from Northumberland later in the day.

Q – 99

Huntington to Chicago, circa 1967 – 68 to 1972.

Chicago Burlington Quincy 99. Mixed manifest for run-through service to CBQ. Connected from NY-99, for run-thru to CBQ, sometimes with pooled power; in 1969, received CBQ block from NY-99 at Griffith, IN. Eventually became BN-99, although "Q" monkier hung on after the BN merger. EB counterpart, CBQ-74 and BN-74.

PO – 87

Port Jervis to Meadville, 1970 ? to 1976.

POrt Jervis 87. Road Local. Not listed in EL schedules until 1975 (NRHS copy). Probably superseded X-3. Performed extensive road work from Port Jervis to Meadville. In 1975, PO-87 provided connection from NE-97 at Elmira, per NRHS version of EL freight schedule.

RC – 75

Rochester to Meadville, early post-merger to 1965.

RoChester 75. Mixed manifest. Daily road train from Rochester. Replaced by RM-79.

RDG – 91

Newberry Jct. to Hornell, then Gang Mills, early post-merger to 1965.

ReaDinG 91. Mixed manifest. Traditional Erie interchange with Reading, via NYC trackage rights from Corning to Newberry. Holdover from the Erie's 91 system of connecting freights. Renamed RDG-99 in 1966.

RDG – 99

Newberry Jct. to Gang Mills, 1966 to 1969.

ReaDinG 99. Mixed manifest. Previously RDG-91. Traditional Erie interchange with Reading, via NYC trackage rights from Corning to Newberry. EL encouraged interchange with Reading via Rupert on the Bloomsburg Branch out of Scranton, as to eliminate NYC / PC trackage rights costs and possible PC operating problems. Uncertain and somewhat doubtful that this train operated much after Feb. 1968 PC merger, as RDG itself ended manifest service to Newberry Jct at that time.

RI - 97 / 99

Marion or Huntington to Hammond, 1974.

Rock Island 97 or 99. Mixed manifest. Traffic for interchange via direct delivery to Rock Island at Blue Island via Pullman Jct. As RI TOFC and manifest service declined in 1974, RI-97 or RI-99 replaced the RN-99, probably ran intermittently, often combined with another train from Marion to Huntington. Possibly carried auto parts for West Coast plants from Fisher Body in Mansfield OH, until such traffic was diverted to CNW-UP routing. By early 1975, all Rock Island interchange diverted to BRC via Clearing Yard, and RI traffic was carried on the BRC - 97 / 99.

RM – 79

Rochester to Buffalo, 1966 to 1968.

Rochester Meadville 79. Mixed manifest. Daily road train from Rochester. Replaced RC-75, but only to Buffalo; connects to BM-7, which connects for TOFC service to MB-77 to Chicago.

RM – 97

Rochester to Buffalo, 1969 to 1975, possibly 1976.

Rochester Meadville 97. Mixed manifest. Daily road train from Rochester. Replaced RM-79. Connects at Buffalo to BM-7, which connects for TOFC service to NY-99 to Chicago.

RN – 99

Marion or Huntington to Hammond, 1969 to 1970, then direct delivery to Blue Island, 1971 to 1973.

MaRioN 99. Mixed manifest and TOFC. Traffic for interchange via Hammond, primarily to Rock Island; then via Pullman Jct. and Blue Island, direct delivery by EL train. In 1969-1970, received RI block from NY-99 at Huntington, for pick-up by an RI-UP run-thru freight at Blue Island. By 1973, RN-99 was programmed to run combined with IC-97 from Marion and split at Huntington. As RI-UP TOFC and manifest service was degraded, RN-99 was replaced in 1973 by RI-99 and then RI-97. Possibly carried auto parts for West Coast plants from Fisher Body in Mansfield OH, from FB-5.

SB – 1

Scranton to Buffalo, 1975 to 1976.

Scranton Buffalo 1. Mixed manifest. In 1975, the EL re-established a dedicated Scranton to Buffalo schedule, despite through trains operating via SC. This run was programmed to handle covered hoppers for salt loading via Greigsville, NY (set out at Depew); possibly reflecting late competition with LV for G&W salt traffic.

SB – 3

Scranton to Buffalo, early post-merger to mid-1972.

Scranton Buffalo 3. Mixed manifest, traditional DL&W schedule. Eliminated in 1972 when EL started diverting through freights via Scranton. Scranton to Buffalo traffic could then be picked up by the ND-91 or HB-1.

SC – 99

Scranton to Chicago, early post-merger to 1972; Scranton to Marion, 1972 to 1974; Scranton to Meadville, 1975 – 1976.

Scranton Chicago 99. Mixed manifest / TOFC. Received connection from HS-9 later CS-9, also ES-99. Also programmed for RDG-99 traffic at Gang Mills, later via 242 from Rupert. SC-99 was a very early EL service innovation to convince former DL&W customers and CNJ interchange shippers to route traffic destined for the Mid-West or Chicago via an all-EL route versus the traditional DLW- NKP route thru Buffalo. SC-99 was cut back to Marion in 1972, then to Meadville in 1975, as EL’s fortunes and cash flow declined. Perhaps SC-99 was the quintessential EL freight symbol, the run that told the EL story more than any other. E/B counterpart, PN-98.

SCX

Scranton to Meadville, 1968 – 1976.

Scranton Chicago Extra. This was a regular low-priority mixed freight train, carrying traffic from Scranton for the ex-Erie west of Hornell; stopping for pickups at various Southern Tier New York points (Binghamton, Elmira, Salamanca, etc.). Replaced the X-1 in handling "junk" from Scranton. The symbol "SCX" was consistent with the old DL&W pattern for low-priority extras, e.g. "SBX" for Scranton-Buffalo Extra.

SFE - 97

Huntington to Chicago, 1971 to 1975; Marion to Chicago, 1975 - 1976.

Santa FE 97. Direct-delivery Chicago interchange train out of Huntington, under 1971 direct interchange plan. Train was programmed to split-off from BN-99 which originated in Marion. Direct delivery by EL crew to Corwith Yard in Chicago. Was superseded by SFE-99 service in mid-1974, then re-instated after SFE-99 was discontinued. Per 1974 freight schedule, SFE-97 then originated at Marion, although may have intermittently been combined from Marion with other runs, esp. BN-99, on various days. Received block from NY-99 at Huntington for direct delivery to ATSF, includling TOFC. This service was a continuation of the joint EL-ATSF "Excelerator" marketing effort.

SFE – 99

Croxton to Chicago via PO, mid to late 1974

Santa FE 99. Short-lived expedited TOFC / boxcar merchandise service direct to ATSF at Chicago, part of joint EL / ATSF "Excelerator" marketing effort in 1974. Traffic did not develop and SFE-99 was ended. E/B counterpart SFE-100 did better, lasted to end of EL. Probably superseded SFE-97 temporarily.

SJ - 77

Marion to Lima, 1962 to 1963.

SJ (symbol for Lima, OH) 77. Mixed manifest, connection from 77. Was previously NS - 77. Made connection to NKP service to St. Louis at Lima. After N&W takeover of NKP, N&W favored former Wabash route through Huntington, IN, and SJ-77 was thus abolished.

SJ - 191

Marion to Lima, 1962 to 1963.

SJ (symbol for Lima, OH) 191. Mixed manifest, connecting from 191. Was previously NS - 191. Made connection to NKP service to St. Louis at Lima. After N&W takeover of NKP, N&W favored former Wabash route through Huntington, IN, and SJ-191 was thus abolished.

SLCB

Croxton to Huntington via PO, 1970 to 1972; Croxton to Huntington via Scranton, 1973.

St. Louis Cannon Ball. TOFC and boxcar merchandise. Run-thru service with N&W to St. Louis from Croxton. N&W power pool during initial 2 years. EL tried to continue this service after bankruptcy, switched it to the Scranton side in early 1973. However, Cannon Ball service ended by late 1973 (because of the oil crisis and recession).

TC – 1

Port Jervis to Buffalo, 1969 to 1971; Croxton to Buffalo, 1972 to 1975; Port Jervis to Buffalo, 1976.

TransContinental 1. Primarily empty auto parts cars from Ford Mahwah with mixed manifest fill. Represented, at least in spirit, the Buffalo-NY component of joint UP-N&W "Transcon" service via Kansas City. Initiated soon after Dereco takeover of EL. Prior to 1972, most empty Ford cars from Mahwah/Suffern were taken to Port Jervis by a variety of "Ordinary" road locals and sorted out to TC-1 and other westbound freights originating at Port Jervis. However, after Hurricane Agnes and the Moonshower Plan emphasizing Scranton, classification operations at Port Jervis yard were phased out. From 1972 on, TC-1 thus had various operating identities on the NY Division; sometimes it originated in Croxton, sometimes it originated at Suffern/Mahwah from a turn job from Port Jervis, sometimes it originated in Suffern using DN-90’s crew and power after DN-90 delivered to Mahwah, sometimes it originated in Suffern using a crew from Croxton or Port Jervis and ran east to Croxton, thence via New Loop west on Boonton Line to Scranton and Buffalo.

TC – 3

Port Jervis to Buffalo, 1969 to 1973.

TransContinental 3. Mixed manifest. Represented, at least in spirit, the Buffalo-NY component of joint UP-N&W "Transcon" service via Kansas City. Initiated soon after Dereco takeover of EL. TC-3 operated from Croxton on Sunday mornings only for a few years. Was discontinued when HB-1 was started via Scranton and classification operations at Port Jervis were phased out under the Moonshower Plan (shifting emphasis to the Scranton route).

TC – 99

Binghamton to Chicago, 1969 to mid-1972; Binghamton to Marion, mid-1972 to 1975.

Transcontinental 99. This was a Dereco service innovation to speed mixed manifest traffic from the D&H to western connections, including the N&W WCE service via Huntington. TC-99 was cut back to Marion by late 1972 (bankruptcy, end of Dereco control). E/B counterpart, TC-100.

UT - 97

Utica to Elmira, 1975 to 1976.

Utica 97, an alternate name for New England 97 service during the EL's last year. After the Poughkeepsie Bridge fire in 1974, NE-97 was diverted to Utica with a PC - EL power pool between Selkirk and Binghamton. During EL’s final year, NE-97 terminated in Elmira to be picked up and forwarded to Meadville by PO-87; was sometimes called UT-97, Utica 97. Counterpart to final NE-74 / UT-74 eastbound operation. Crew and power probably terminated in Hornell, NY.

WCE

Croxton to Huntington, spring 1970 (briefly, prior to start of SLCB out of Croxton); Meadville to Huntington, 1970 to late 1972.

West Coast Expediter. Mixed manifest. Was part of Dereco / N&W service coordination, meant to expedite EL traffic to KC and StL. Cannonball service operated at same time via the same route, but represented "premium" service, whereas WCE was "regular" mixed traffic. E/B counterpart, ECE. Ended around time of EL bankruptcy after Hurricane Agnes. Operated out of Croxton for very short period just prior to start of Cannonball service, then out of Meadville connecting from TC-99, SC-99, BM-7, others.

X – 1

Croxton to Buffalo via SC, early post-merger to 1966.

X-1 was a road local taking mixed empties out of Croxton, doing various work as needed on its way west via Scranton. This train did not appear in the published schedules. The post-merger EL was faced with a car balance dilemma; the New York area consumes more than it manufactures, even in the early 60s. As such, the EL unloaded more cars on the NY Division than it loaded. However, in other places to the west, empties were needed. According to Staufer in Erie Power, the X-1 was a Scranton to Buffalo run (although the picture of X-1 in Erie Power was taken at Analomink, east of Scranton). Former EL official A.J. Erdman recalls that X-1’s empties traffic were switched around 1966 to the Croxton Ordinary, which connected to various trains out of Port Jervis for Meadville and Buffalo. X-1 was arguably re-programmed as the "Buffalo Ordinary" from Port Jervis and other operations on the Erie side, and the SCX from Scranton.

X - 3

Port Jervis to Meadville, circa 1966 - 1969?

X-3, road local to Meadville. According to Staufer in Erie Power, the X-3 was a road local from Port Jervis to Meadville. The picture in Erie Power shows X-3 with an FM Trainmaster in GMY, indicating a 1966 to 1968 date. X-3 probably carried mostly empties from the NY Division, brought to Port Jervis on "Ordinary" and "Turn Job" road locals. It would deliver empties to Meadville for distribution to trains serving manufacturing cities in Pennsylvania and Ohio, e.g. Sharon, Youngstown, Akron and Lima. X-3 probably became the PO-87.

XC - 75

Maybrook to Hornell, merger to about 1963.

XC (Erie call letters for Maybrook) 75. Mixed manifest. Holdover from a traditional Erie symbol. Connected to w/b 75 for Hammond at Hornell.

XC - 91

Maybrook to Chicago, merger to about 1963.

XC (Erie call letters for Maybrook) 91. Mixed manifest. Holdover from the traditional Erie system of 91 freights that consolidated and split at Hornell and Meadville. Connected to w/b BX-91 for Buffalo at Hornell.

61

Cleveland to Marion, 1967 to 1975, possibly 1976.

61, mixed manifest. E/B on Cleveland Branch, reversed direction and became W/B at Levittsburg, OH. This train represents a William White era service improvement, restoring through service from Marion (and thus connections to Chicago) to Cleveland. E/B counterpart, 62.

75

Hornell to Hammond, merger to 1963.

75, mixed manifest. This was a traditional Erie symbol. Connected at Hornell from "XC-75" from Maybrook, and RC-75 from Rochester at Meadville. Probably replaced by MB-77 circa 1963, then NE-97. E/b counterpart was 74.

77

Croxton to Chicago, merger to 1963.

77, mixed manifest. This was a traditional Erie symbol. Connected to 87 to Buffalo at Hornell in 1963. Became NY-77 by 1964, eventually replaced by NY-97.

79

Meadville to Chicago via Y’Town, 1966.

79, mixed freight / road local. Only appeared in one or two freight schedules in 1966. Probably became 93.

87

Croxton to Buffalo via PO, 1960 to 1962; Hornell to Buffalo, 1963.

87, mixed manifest. This was a traditional Erie symbol. Was reduced to Hornell to Buffalo in 1963 connecting from 77, then eliminated, due to declining traffic levels. Evening traffic from Croxton / Jersey City / Hoboken for Buffalo combined into HB-3.

89

Port Jervis to Chicago, 1967 to 1969.

89, Mixed freight, primarily empties. 89 was a traditional Erie number. It made a connection from the 3PM Ordinary from Croxton to PO, which itself was sometimes called "89", if a "fast freight" crew was assigned. Also from other New York Division westbound pickups. This train was a late-White era service revision meant to deliver excess empties from the NY Division on a more disciplined schedule than the X-1 and X-3 runs. In reality, it did not run every day from Port Jervis, but was a daily operation from Meadville west, sometimes running in two sections from Meadville. The 89 symbol was still used intermittently into the early 70s after being dropped from the freight schedules, sometimes with a prefix such as "PO" (Port Jervis) or "HF" (Meadville).

91

Brier Hill (Y’Town) to Marion, 1966; Ferrona to Marion via Y’Town, 1967 to 1969.

91, Mixed freight / road local. The 91 symbol was an Erie tradition, used for a network of w/b freights that connected to and from most points on the Erie, via consolidations and splits at Hornell and Meadville. On the EL, "91" was used for a variety of runs over different parts of the system. In this case, "plain 91" was a "junker" from the steel areas to Marion. Probably became 93, and may have been 187 or 291 prior to 1966.

93

Meadville to Marion via Y’Town, 1969 to 1973.

93, Mixed freight / road local. Probably became MC-3.

95

Meadville to Marion, early post-merger to 1973.

95, Mixed freight / road local. Possibly became the Meadville to Marion component of BM-9.

97

Croxton to Chicago, 1966.

97, Mixed manifest. The 97 symbol was an Erie-like symbol, but surprisingly was not used much until after the merger (despite the prevelence of e/b 98 symbols on the Erie). The EL used it for a variety of different runs. The "plain 97" was a short-lived addition to the Chicago fleet, a rare 4th hotshot from Croxton to Chicago. It ran during the 1966 White-era traffic upturn. 97 and NY-77 arguably were merged and re-programmed as NY-97.

1-99

Croxton to Chicago, merger to 1963.

First-99, Mixed manifest. The 99 symbol was the Erie's premier hotshot service from the New York terminal (Croxton Yard) to Chicago. During the late 1950s, the Erie dispatched two sections of 99 from Croxton most nights, and early EL freight schedules maintained two sections (although given steep traffic declines, these may have been combined in practice by 1963). In 1961, 1st 99 was scheduled to made a pickup in Maybrook, although 2nd 99 was programmed that year to originate at Maybrook. The Maybrook stop was eliminated in 1962 with the establishment of NE-99. By 1964, 99 was renamed NY-99, scheduled as only one section.

2-99

Maybrook to Chicago in 1961. Croxton to Chicago, 1962 to 1963.

Second-99, Mixed manifest. The 99 symbol was the Erie's premier hotshot service from the New York terminal (Croxton Yard) to Chicago. Before the merger during the late 1950s, two sections of 99 ran from Croxton most nights. However, the 1961 EL freight schedule shows 2nd 99 originating in Maybrook, protecting a connection from NH Adv BO-1, TOFC service from Boston. In 1962, train NE-99 was established for traffic from NO-1 at Maybrook, and 2nd 99 originated in Croxton once more (w/o a stop in Maybrook). As traffic declined in 1963, 1st and 2nd 99 may have been combined, at least occasionally. By 1964, 99 was renamed NY-99, scheduled as only one section.

155

Brier Hill to Cleveland, merger thru 1976.

155, road local and drag freight making several stops along the First Mahoning Subdivision, including North Randall, Levittsburg and Niles.

161

Kent to Cleveland, merger to 1962.

161, Mixed manifest for eastbound traffic for Cleveland, took W/B symbol from direction on Cleveland Branch (ran east from Kent, reversed direction at Levittsburg, OH). Later revived as 62 from Marion, which took e/b symbol from direction on Main Line.

177

Meadville to Cleveland, early post-merger to 1965.

177, Mixed manifest. Worked Youngstown/Brier Hill until 1963. Became MC-1.

187

Meadville to Marion via Y’Town, early post-merger to 1965.

187, Mixed freight / road local. Slow freight doing a lot of work along the way. Connected at Creston to NKP MS-1 to Toledo.

191

Hornell to Chicago, early post merger to 1963; Marion to Chicago, 1964 to 1965.

191, Mixed manifest. Up to 1963, connected at Hornell from CX-91 from Croxton and RDG-91 from Newberry Jct., also BSW-91 from Buffalo at Meadville. Originated in Marion in 1964. Discontinued in 1966 possibly as policy during White years whereby most Chicago trains became continuations of long-distance runs from the east.

241

Scranton to Northumberland, ?? to 1976

241, Road local for Bloomsburg Branch. Provided interchange to the Reading at Rupert, PRR/PC at Northumberland. Train had timetable authority as train 1737, later as 1741. Ran as the westbound leg of a one-crew turn job from Scranton-Northumberland and return until 1974, when it ran with one-way crews each way (prob. due to deteriorating track conditions). Arrived in Rupert during afternoon, setting off Reading interchange from PN-98 bound for Philadelphia and other Reading points. See also NP-18 under Eastbound symbols list.

287

Kent to Creston, merger to 1962.

287, Mixed freight. Connected to NKP service to Toledo via Creston (probably NKP 73). Abolished before N&W takeover of NKP in 1964.

291

Brier Hill (Y’Town) to Marion, 1963 to 1965.

291, Mixed freight. Slow schedule, probably a heavy train.

1201, 1401

Port Morris to Phillipsburg, 1966-1976

1201, later 1401, timetable authority for return leg of "PBurger" turn out of Phillipsburg, NJ. Returned from Port Morris, NJ, to Phillipsburg as 1201, later 1401, with connections from CS-9 and SC-8 at Port Morris. Some interchange traffic to LV and PC at Phillipsburg. Eastbound leg of turn job was the 1202 nee 1402. Had previously run as turn job from Hoboken or Croxton to Phillipsburg using symbol HP-1 westbound, returning east to Croxton/Hoboken as "P'Burger".

1737, 1739, 1741

Bloomsburg Branch, Northumberland-Rupert-Scranton, early 60s-1976.

Bloomsburg Branch operations, including interchange to PRR/PC at Northumberland and RDG at Rupert. See 241, above, and NP-18 under Westbound symbols. 1737 and 1741 are timetable / operational numbers for 241; 1739 was a pre-dawn Scranton - Rupert run listed in Oct. 1973 schedule, whose prime importance was to return to Scranton from Rupert as train 1740 with interchange received from Reading during early AM hours, traffic to go west from Scranton on SC-99.

BS – 21

Binghamton to Syracuse, merger thru 1973.

Binghamton Syracuse 21. Nightime road local, S&U Branch; connected from B-98, NE-98, 20, BS-2, TC-100, PB-100, NE-100, TC-2, BC-2. Pre-dawn arrival in Syracuse, allowing AM placement, for second-morning service from Chicago. Replaced by BS-11.

BS – 51

Binghamton to Syracuse, merger thru 1973.

Binghamton Syracuse 51. Daytime road local, S&U Branch. Connected from NY-98. Replaced by BS-15, then later TS-15 out of Scranton.

BU – 19

Binghamton to Utica, merger to 1973; Scranton to Utica, late 1973; Binghamton to Utica, 1974 to 1976.

Binghamton Utica 19. Night road local, S&U Branch; connected variously from B-98, NE-98, 20, BS-2, TC-100, PB-100, NE-100, TC-2, BC-2. Pre-dawn arrival in Utica, allowing AM carload placement and TOFC grounding, for second-morning service from Chicago. Originated in Scranton for a short time in 1973. Advertised connections in 1973 were PB-100, TC-100, NY-98. The two latter carload train connections indicate that high-value eastbound carload traffic to Utica was still considered viable by the EL at this time (1973 - 1976). Lack of carload train connections for trains south from Syracuse and Utica indicates that westbound high-value carload traffic from those points was not considered viable any longer (see SB-12, SB-14, ST-14, UB-18 under eastbound symbols).

BU - 21

Binghamton to Utica, 1960 to 1961.

Binghamton Utica 21. Daytime road local, S&U Branch, connected from NY-98, eliminated as traffic declined in 1962.

BS – 11

Binghamton to Syracuse, 1973; Gang Mills to Syracuse, 1974 - 1976.

Binghamton Syracuse 11. Nightime road local, S&U Branch. In 1973, the EL revised the long-standing schedule for the S&U Branch. BS-11 at first originated in Binghamton, replacing BS-21 (with similar night schedule); In 1974, BS-11 originated on the main line in Gang Mills and turned onto the S&U line at Binghamton. Between Gang Mills and BD, this train ran east with an odd-numbered symbol, which traditionally indicated a w/b movement on the EL, inviting possible confusion until employees got used to it. Pre-dawn arrival in Syracuse allowing AM TOFC grounding. Advertised connection from PB-100, allowing second-morning Chicago - Syracuse TOFC service.

BS - 15

Binghamton to Syracuse, 1973 to 1974.

Binghamton Syracuse 15. Daytime road local, S&U Branch. In 1974, the EL revised the long-standing schedule for the S&U Branch. BS-15 ran from Scranton through Binghamton on a similar schedule to predecessor BS-51 (morning). Replaced by TS-15 from Scranton. Advertised connections from NY-98, ATC-4, NY-98, indicating that high-value eastbound carload traffic to Syracuse was still considered viable by the EL at this time (1973 - 1976). Lack of carload train connections for trains south from Syracuse and Utica indicates that westbound high-value carload traffic from those points was not considered viable any longer (see SB-12, SB-14, ST-14, UB-18 under eastbound symbols).

TS – 15

Scranton to Syracuse, 1974 to possibly 1976.

Taylor Syracuse 15. Road local, S&U Branch. In 1974, the EL revised the long-standing schedule for the S&U Branch. TS-15 ran from Scranton through Binghamton on a later (afternoon) schedule than predecessor BS-51. Advertised connections at Binghampton from NY-98, ATC-4, NY-98, indicating that high-value eastbound carload traffic to Syracuse was still considered viable by the EL at this time (1973 - 1976). Lack of carload train connections for trains south from Syracuse and Utica indicates that westbound high-value carload traffic from those points was not considered viable any longer (see SB-12, SB-14, ST-14, UB-18 under eastbound symbols).