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BULLETIN - FEBRUARY, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol

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BULLETIN - FEBRUARY, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol TheNEW YORK DIVISION BULLETIN - FEBRUARY, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol. 53, No. 2 February, 2010 The Bulletin NOR’EASTER HITS EASTERN SEABOARD Published by the New Although the “official” start of winter was not boarded a following train that got them to York Division, Electric until Monday, December 21, 2009, the first Ronkonkoma at 8:45 when they were sched- Railroaders’ Association, Incorporated, PO Box major winter storm, a Nor’easter, traveled up uled to arrive at 4:14 AM. Thanks to member 3001, New York, New the eastern seaboard, arriving in the metro- Larry Kiss, who filled in some details. York 10008-3001. politan area Saturday afternoon, December Later that day, at 8:45 PM, service was sus- 19. It continued through Sunday, December pended between Ronkonkoma and Green- 20, dumping up to 26” of snow in eastern port and there were scattered delays on the For general inquiries, contact us at nydiv@ Long Island. Portions of New Jersey also Port Jefferson, Babylon and Montauk erausa.org or by phone received significant amounts. In New York Branches. Traffic reports in the following days at (212) 986-4482 (voice City, approximately 11 inches were recorded also told of minor delays. mail available). The in Central Park, 13.2 inches in Sheepshead Our Editor-in-Chief, Bernie Linder, saw on a Division’s website is www.erausa.org/ Bay, six inches in the Bronx, and only a trace news report on Channel 7 that the lead car of nydiv.html. in Poughkeepsie. Many areas received re- each LIRR MU train, and probably also the cord amounts of snow. For the most part, rail DM locomotives, temporarily had a special Editorial Staff: transit was unaffected on Metro-North, but on third rail shoe with an uneven surface in- Editor-in-Chief: NJ Transit’s Atlantic City Line, on Saturday stalled. This is supposed to remove snow Bernard Linder News Editor: evening an NJ Transit Route 404 bus got and ice from the third rail as the train oper- Randy Glucksman stuck on the tracks in Pennsauken and was ates, and was done in advance of the fore- Contributing Editor: hit by Train #4687 (7:03 PM 30th Street/ casted storm. Jeffrey Erlitz Atlantic City). Twenty-six bus passengers Several of our members sent reports, and were evacuated after the bus became stuck they appear below (geographically): Production Manager: David Ross in snow and ice on the grade crossing, and On Monday December 21, 2009, a snow had been off the bus for about ten minutes plow that was clearing the Pennsauken park- before the train came along, hitting the bus. ing lot skidded into the path of River Line The train's Engineer was slightly injured but DMU 3510, causing a derailment. There was remained with the train while the bus wreck- a partial suspension of service until about 4 ©2010 New York age was cleared away, and he was able to PM while the investigation was being con- Division, Electric move the train off the crossing afterward. ducted and the car was being re-railed. Railroaders’ There was no word as to why NJ Transit did Southbound RiverLine trains terminated at Association, not notify its Train Dispatcher that one of its the Route 73 Park-Ride station, with a bus Incorporated th buses was stuck on its tracks. shuttle to 36 Street and Camden. Thanks to Long Island was particularly hard hit, and member Bob Vogel (Chuchubob) for the pho- In This Issue: early on Sunday morning, about 150 passen- tos and this report. A History of gers who were aboard Train #8004 (2:53 AM From Philadelphia, member Bob Wright F New York Penn/Ronkonkoma) were stranded wrote: “Lots of snow, nearly 2 feet, making and V Train for more than five hours due to a combination this the second largest recorded snowfall in Service of snow drifts, icing, an automobile that got Philadelphia history. It sounded as if most (Continued) stuck on the tracks, and locomotive failure SEPTA bus service was shut down and Re- ...Page 2 east of Wyandanch. This train was towed gional Rails were 30-40 minutes behind back to Farmingdale, where the passengers (Continued on page 5) NEXT TRIP: GRAND CENTRAL TERMINAL1 TOUR, FEBRUARY 20 NEWNEW YORK YORK DIVISION DIVISION BULLETIN BULLETIN - FEBRUARY,OCTOBER, 2000 2010 A HISTORY OF F (AND V) TRAIN SERVICE (Continued from January, 2010 Issue) by George Chiasson F ROLLING STOCK again, really for the first time since 1968, and it was the Like its Eighth Avenue counterpart, E , F used IND R-44s that were reduced to peak hours only. R-1 to R-9s exclusively from inception in December, The first of 754 new R-46 cars was placed in F ser- 1940 until August 23, 1966 when new R-38s were vice on July 14, 1975 to begin revenue testing. They added. One brief exception to this was the period be- were shared with N through that fall, with regular ser- tween October, 1949 and November, 1953 when the vice starting on both routes November 5. By that time lone prototype train of R-11 cars was sometimes used the R-16s were showing their age as well and no longer in service on F and occasionally E. All of the R-38s showing up on E or F as a result, but this (as yet) had were then concentrated on F between November 25, no relationship to arrival of the R-46s. At any rate, as 1966 and April of 1967, when they returned to E (and the R-46s were delivered in 1976 they greatly grew in sometimes the GG as well), and that was how F quantity on F and served to diminish the presence of looked (R-1 to R-9 and R-38) on November 26, 1967 other equipment in corresponding fashion. The last R-1 when it was routed via the Culver Line to Coney Island. to R-9s had disappeared from F by late summer (final By February 1968 the R-38s were providing most ser- "official" trip on August 27), as did the R-40M/42s, most vice on F, supplemented by R-1 to R-9s mostly in peak of the R-38s, and a good number of slant R-40s. In fact, periods. The first "slant" R-40s were then introduced to during August, 1976 there were a fair number of R-32s passenger service on F on March 23, 1968 and contin- temporarily shifted to E and F for a "tryout." With a ued to arrive through that summer. This gradually per- new schedule in effect on August 30, F was being mitted most of the R-38s to be shifted elsewhere and dominated by R-46s supplemented by R-44s, plus the further reduced the need for R-1 to R-9 equipment to remaining slant R-40s and R-38s. meet peak schedules. The last of the slant R- The R-46s began to experience troubles of their own 40s entered F service in early 1969, then starting on as 1977 unfolded, but were arriving in such great quan- March 6 they were joined (literally) by the first tity that it didn't really impact their use at first. However, "Modified" R-40s with which they initially ran in mixed as time went on and the existing equipment at Jamaica trains. This early tenure of the R-40M on F was fairly was needed elsewhere, there was some stress placed brief, however as they all but disappeared on April 7, upon the R-44s remaining in Queens, which were used 1969 when they were reassigned to GG and N. Some more often, as well as the R-40s. The final R-38s had departed as of May 5, 1977, and as R-46 deliveries R-40Ms returned to F on June 28, mostly mixed in F trains with also-new R-42s, but the line was still domi- continued the other classes gradually followed, with the nated by slant R-40s, matched by trains of R-1 to R-9s rest of the R-44s heading to A that July and the slant in peak periods. R-40s leaving F between September 13 and Novem- The few remaining R-38s disappeared from F be- ber 14, 1977. In exchange, most of the R-32s from tween April and October of 1970, then an occasional around the system were gathered at Jamaica, where train of R-16s joined Jamaica's mix starting in July, they had started running on F as of May 31. As 1977 1971. On April 19, 1972 another new series of cars, the progressed they were used in great number to spell 75-foot long R-44s, began running on F and once both the departing classes of SMEE equipment and the again what R-40Ms there were departed for a brief time, R-46s, so that R-32 and R-46 types were in use on F returning again as of June 25 in their usual supplemen- at all times, in varying quantity, as the rest of the R-46s tary role. Arrival of the new R-44s was unrelenting were delivered by late 1978. across the second half of 1972, and as such the ap- As the R-46s were experiencing serious problems pearance of everything else on F (R-16, R-38, R-40, with their original Rockwell-supplied HPT-2 trucks, NY- R-40M/R-42) was reduced accordingly, though still not CTA began shifting assignments around the B-Division eliminated completely.
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