New York Division-Bergen Line

[buzz456]

Please take further comments about this wreck over to "The Jungle".

[minerman146]

Please take further comments about this wreck over to "The Jungle".

Done.

[minerman146]

*ROUTE UPDATED*
Route Update Number 135
New York Division-Bergen Line 9.8.0: Newburgh Junction

New Scenery from Arden towards Woodbury,NY. Additional track infrastructure work to improve communication of signal-scripts in game. Correct submerged rail in Hoboken and Jersey City - Try the "Demo" QD from Suffern to see the new work.

Fixes: Correct submerged rail in Hoboken and Jersey City, Missing Vehicle Tunnel, Chestnut St. Suffern. Replace 7 Signals HB and 5 Signals West End, Repair Broken Rail

Note: Due to all the track changes, if you encounter any error in loading the route, delete it, following the instructions on our Steam Home Page.

[minerman146]

This is one where I need some input from you guys. In the picture below, we have a backdated Newburgh Junction that allows for the Harriman Station in a way the makes some sense. In the picture below, we have the 1980's Harriman Station, NJ tower which was torn down in 1974/74 and we have the Wye. On the Wye, the left leg goes to the Town of Harriman and then Monroe, Chester and so on. This is the original Erie Mainline. On the right leg of the Wye we have the Graham Line, built in 1908/1909 and was designed as a one track freight line, to by pass all the towns on the Erie Main.

My Problem or rather the error I have made is that I ran tracks 1 and 2 to CY in Central Valley from Suffern as that was the original alignment and numbering. WRONG. But I found the answer from 2 sources: Records of a collision in March of 1973 on this very spot, where train X51 a U34CH and coaches was rammed by CX99 with 2 U33's and 50 plus UPS piggybacks. 2 emails and an hour phone call with my DAD gave me my start.

I should point out, the image below is the CORRECT alignment I built on a Copy of the Bergen as a test.

20161001210050_1.jpg

Before I go to the story - Look at the picture again - at the bottom of the image are three tracks. From left to right we have Track 2, Track 1 and another track I am calling the "cripple" track. More on that later...

Story Next Post.

[minerman146]

This comes from www.railfan.net, at the moment I cant attribute the story. However, my father drove both trains before and after the accident and he is very familiar with the conditions that morning. I found this threat trying to locate infomation about track alignment at NY in 1972 as my images were so bad.

A great story that you know part of already because of how much I talk about this line.

The tower at NJ had been closed for about a year, with the
interlocking being remote controlled by the West End Train
Dispatcher in Hoboken, New Jersey. In addition to NJ
being remotely controlled, the interlocking
itself was reconfigured to allow for higher speed movements
through it. An equilateral turnout was installed where the Main Line and
the Graham Line single tracks separated, allowing a clear, or high green, signal
indicationto be displayed on the home signal at NJ for westbound trains. A
westbound train lined for the Graham Line siding at NJ received a medium
approach or a center yellow, indication on the home signal. This arrangement
would have a significant role in the event which was to occur.

Croxton 99 (CX99) was usually ordered at Croxton Yard at
4:05 AM for a 4:30AM departure. CX99 was an all-piggyback train,
predominantly United Parcel Service (UPS) trailers. Each division office, as well as the EL's
system office in Cleveland, Ohio closely watched this train. Each
minute of delayhad to be accounted for. The operation of CX99 was a true
cooperative efforton the part of management and employees, and UPS responded by
keeping this traffic on the EL. It was a pleasure to watch CX99 change
crews at Port Jervis. The train did not even stop, with the New
York Division crew stepping off and the Susquehanna Division crew
stepping on with the train moving at a walk. When the crew change was completed, the
Engineer would open the throttle and take off like a "Flying Saucer"
(to use an Erie term), heading for Chicago.

The New Jersey Department of Transportation had recently replaced
the old Erie Stillwell Coaches and RS3, GP7 and E8 locomotives with new
General Electric U34CH locomotives and Pullman-Standard push-pull
cars for the EL's suburban passenger service. This new equipment eliminated
the need for locomotives to run around their trains at the end of
the run, or to turn locomotives such as the E8's.

There was an equipment train run, Number X-51,that left Suffern, NY at 5:10 AM destined
for East Greycourt, NY, where it changed direction to cover Train 50 from Monroe, NY to
Hoboken, NJ.This train consisted of a U34CH west out and six push-pull coaches.
CX99 usually departed Croxton Yard HX at 4:30 AM. With X-51 scheduled to leave
Suffern at 5:10 AM, there was generally a conflict between the two trains at
Suffern.To avoid delay to CX99, the Dispatcher would operate X-51 west on
the eastbound track between Suffern and NJ whenever possible,
leaving the westbound track clear for CX99.

This was the case on the morning of Friday, March 9, 1973. Train X-51 departed Suffern on the
eastbound track on time that morning, quickly disappearing in the heavy fog. About 10
minutes later, CX99 passed SF Tower at Suffern on the westbound track. CX99 this
day had two EL U33C engines and about 55 cars, all piggyback. The crew of
X-51 had a routine each morning of stopping for coffee at the Red Apple
Restauran at MP 40.0. This was the case on this fateful morning. After getting
their coffee, X-51 departed the Red Apple, headed for NJ.

The Engineer of CX99 had his first glimpse of X-51's red markers fading into the fog while
approaching the Red Apple. In order to give CX99 the fastest possible move at NJ, the Train
Dispatcher decided to hold the signal at stop for X-51 and line CX99 from the
westbound track to the Graham Line, Main Track so CX99 would receive a Clear
signal indication. The Dispatcher could have lined CX99 for the
Graham Line siding and X-51 for the single track Main Line simultaneously, but this
would have given CX99 a slower signal, delaying CX99 for several minutes. The
westbound home signal at NJ for the eastbound track is a small, single light
ground signal. The westbound signal at NJ for the westbound track is a
tall, three-target ground mast type signal. X-51 was
approaching NJ in the heavy fog and the engine crew apparently could not see the
ground signal displaying Stop for them. X-51 passed the red home
signal, proceeded into the interlocking, ran through the power switch and headed for the
Graham Line.

When the engineer on X-51 realized he was on the Graham
Line, he stopped the train. CX99 was cruising along at Arden, NY
approaching Automatic Signal 43-1, which was displaying Green over
Red, or Clear. Signal 43-1 was the distant signal to NJ. Based upon the indication on
Signal 43-1, CX99 knew they were lined up at NJ. Just as CX99 passed
Signal 43-1, X-51 ran by the Stop signal at NJ into the path of CX99. The
engineer on X-51 began to key in the remote control radio base
station at NJ to report to the Train Dispatcher that he was on the Graham Line instead
of the Main Line. CX99 came out of the fog at NJ to an all red (Stop) home
signal and X-51 standing in front of them on the Graham Line. The
Engineer of CX99 placed the train in Emergency and he grabbed the Fireman and
both fell to the floor of the engine.
5:40 AM, Friday, March 9, 1973: CX99 collided with X-51's rear
control car.The control car rode up onto CX99's lead engine 3305 into
the cab. Fortunately, by laying on the floor of the engine, the
Engineer and Fireman survived. The Control Car then continued in the air,
landing on the cab of CX99's rear unit. The Conductor and Head Brakeman of CX99 had been
thrown to the floor in the collision, and they too survived. The
crew of X-51 was either on the engine or in the west coach so they also were
uninjured.

The weekend of March 10 and 11 were spent cleaning up this horrendous
mess. The fog had claimed another victim, in this case more than
one. If the tower at NJ had not been eliminated, could the Towerman have possibly
prevented this accident? Questions that can never be answered...

Incredible story - this told me my track was wrong. On the Bergen it is impossible for X51 running West on Track 2 to run on the Graham at NJ so CX99 can hit it. They would have to run 3 more miles to Central Valley to do that. Next up - My Dad 'schools' me in rich track history!

[minerman146]

So, I send an email to my Dad:

Subject: Question: Crossovers to the Old Main at NJ

Dad,
You know it’s a tough one if I call in my chief consultant! I am totally stumped and have zero images to answer my question.

1. I am asking out the interlocking at NJ (in 1970 and 1973)
2. I am looking for a crossover that will take a westbound commuter train going to Goshen off of the main at NJ and onto the old main.
3. I know that in 1970 when the closed NJ they put in an asymmetrical switch on track 2 going west. Leg left goes to the old main, leg right gets you to the Graham Line
4. I also know there was an accident in 1973 involving X51 and CX99 and a lot of fog
5. Image NJ Tower shows the new switch in 1969, I have replicated this track.
6. Image Neburgh_JCT shows the US Geological Survey Map form 1965. The circle shows my problem area in the the image.
7. On Image Neburgh_JCT it looks like there is a switch from track 1 that goes over a diamond to the old main! I have no proof.

I am wondering about the path a commuter train like x51 would take from Suffern to Goshen. Based on the information I have, that train would take the cross over at Suffern, get on Track 2 and go West the whole way against the current of traffic.

I assume there must be a cross over from track 1 to track 2 between MP44 and MP45 NJ for my train. Was there one?

That’s my question.

In my research, we could talk for quite a while about all the alignment changes. And we really could talk about what happened to X51 and CX99.

After this – I will ask about the long siding before NJ to the right of Track 1 and about the 2 track territory after NJ to CY.

Thanks a ton for any help you can offer.

All the best,

[minerman146]

Dad Responds!

Subject: Re: Question: Crossovers to the Old Main at NJ

I think this requires more thought be cause there are multiple questions. First, think of the west bound to Goshen as being on the west bound main track. There is no cross over as this was the original track. So west bound to NJ on track 1 SF to NJ and onto the old main is the correct path. Anything to the Graham is new.
X51 & cx99 was engineer caused because of fog. X51 ran a signal because they didn't see (Missed it) running against the current of traffic.
X51. I ran X51., was the last passenger train I ran. We backed out of Hillburn yard under SF and ran west on track 1. We ran to Grey court then east as train 52. So no, we ran track 1 therefore no crossover or need to run against the current of traffic.
PS If you ran against the current of traffic from SF to NJ on track 2, you where governed by a dwarf signal at NJ.
Conclusion there was no cross over it was an interlocking.

WOAH! This is NOT what I want to hear! Just look at this image of the Current Alignment on the Bergen Today!

20161001220129_1.jpg

[minerman146]

Conclusion: What the heck happened and what is the fix?

Well, when I look at the route and use google maps, today there is one track going West from Hillburn and a siding at NJ. I knew there were 2 tracks that ran all the way up to Central Valley. I confirmed with historical aerials and old topos and ran track 1 and 2 all the way up. At CY, track 1 switches to track 2 done. Harriman Station is on my track 2 and to get the Wye you have drive just like X51 against the current of traffic. BUT.ITS.WRONG!

Before 1908, those tracks were the mainline for the ERIE Railroad at NJ. 2 tracks curved gently West to go Harriman and all points West. But, there was a THIRD track. That "cripple ' track I talked about is actually the start of a spur called the "Newburgh" Branch as it goes to... Newburgh, NY! The story gets even more interesting from my father. When they built the Graham line the Extended right off of Track 1, installed a switch and ran the track parallel to my "cripple' track, where, at Highland Mills, NY, the elevation difference becomes so great, the Graham passes OVER the Newburgh Branch, on its way to the Moodna. The old line was updated and became a long siding from 1/2 mile before NJ Tower to CY in Central Valley, where it switches to the Graham line.

Stunning! Today, my cripple track a beat up old siding now, is right across from the platform from Harriman Station, track that has been there since before the Civil War!

To solve the problem, I found out how X51 got on the Graham Line. Knowing that X51 was running against the main, going West on track 2, how did it get onto track 1. Ha! It had to switch onto track 1 BEFORE NJ tower. Why, because 65 plus years ago the Erie removed track 1 from NJ to Greycourt, NY right before Chester, NY! So, I have learned that after NJ, there is NO track 1 or 2. Its the Graham Line, but really its track 1.

So, on the Bergen we research the stuffings out of a problem to bring you the very best in a very wild train ride!

So - should I put this in ?

[minerman146]

Yeah, I have been busy typing about the Bergen all night. Well, I got to thinkin. I think its time to get some swag for all you folks that have been following along on this thread.

Here is my prototype for this here fine web site and my big fat thread.
Its all cotton and so - so very soft.

MinermanSwag.JPG

[goddrauG]

The day I run into someone wearing that shirt on the street is the day I die.

[NYWhiskey]

The day I run into someone wearing that shirt on the street is the day I die.

Well I never thought I would meet anyone here that knew about the Red Apple Rest. I haven't been there since I was a teenager going to a Army - Navy game at West Point.

[BillS]

The day I run into someone wearing that shirt on the street is the day I die.

Well I never thought I would meet anyone here that knew about the Red Apple Rest. I haven't been there since I was a teenager going to a Army - Navy game at West Point.

Stopped there once, on a field trip in grammar school, on our way to the "Big Apple". The bus driver and the teacher needed a smoke break.

[minerman146]

Red Apple Rest has a huge history before the NY State Thruway was built in the early 1950's.
Link: https://en.wikipedia.org/wiki/Red_Apple_Rest
Get the book: http://www.stopattheredapple.com/

I heard it mentioned so much, I put siding makers where Red Apple Rest in on the route. As told in the story above, engineers would stop the train there.

Below is a shot of CX99 passing Red Apple Rest.

20161002111827_1.jpg

Bonus: CX99 Roars through the newly configured Newburgh Junction

20161002112457_1.jpg

[BillS]

Red Apple Rest has a huge history before the NY State Thruway was built in the early 1950's.
Link: https://en.wikipedia.org/wiki/Red_Apple_Rest
Get the book: http://www.stopattheredapple.com/

I heard it mentioned so much, I put siding makers where Red Apple Rest in on the route. As told in the story above, engineers would stop the train there.

Below is a shot of CX99 passing Red Apple Rest.

20161002111827_1.jpg

Bonus: CX99 Roars through the newly configured Newburgh Junction

20161002112457_1.jpg

Hate to admit it but the field trip, mentioned above, was in the early 50's.

[minerman146]

Hate to admit it but the field trip, mentioned above, was in the early 50's.

You and I are in the same place with the nostalgia - I might be a wee bit younger, so please don't hold my lack of experience against me.
If you read the book I wrote above - I have traced back the alignment for Newburgh Junction back to the 1850's so I could make "NJ' look like it did in 1972 like in this picture below. On Friday, you will be able to see for yourself. I could put a bit more 'love' into the Red Apple to get it to look as id does, there are certainly enough photos of it. This is tremendously interesting, I hope you all can see the amount of effort that is done to get this to look 'right'

NJTower.jpg

You will see and can see now this exact scene in TS on the Bergen.
This trackage is correct from roughly 1957 - 1972 !