[PRR-talk] [PennsyWest] NW-86, 1954

[Ted Andrews]

Fred and the lists:
 
You have a good memory! I have dug up my emails from 2005 in regards to the meandering NW-86. 
The 2 ETT that I have are for the Fort Wayne District and Chicago Division. Both of these are effective September 27, 1953. I was able to track NW-86 as it left Chicago. In summary, this was the itinerary for NW-86 between Chicago and Crestline effective 9/27/53: Leave 59th Street at 11:00amVan at 2:45pm
Logansport at 3:00pm
Logansport at 4:30pm
Van at 4:45pmVandale (Columbia City) at 7:00pm)Juncition (Fort Wayne) at 7:45pmAdams (Fort Wayne) at 9:45pmWest Yard (Crestline) at 1:15am
Crestline at 2:25am
 
What is very interesting about NW-86 in Logansport is that it passes Van Tower heading east, passes Logansport, and terminates in either Yard A or B (Probably Yard A since it was bigger and could handle larger trains). After 1-1/2 hours of work in the yard, NW-86 departs Logansport heading WEST, turns at the wye at Van to head north on the Eel River line to Columbia City on the Ft. Wayne line. WHEW!!
 
Furthermore, there was a Yard C that was located on the panhandle just west of Van. NW-86 could have just worked that yard by setting off or picking up blocks of reefers. This is especially true if it were traffic from the TP&W with ATSF reefers. I doubt if NW-86 had allot ot Wabash traffic since it was headed to Ft. Wayne where both the PRR and WAB have big yards and were the pick up of blocks could have been more easily done. 
 
In addition to working Logansport, NW-86 spent an hour working Ft. Wayne (1 hour time difference CST-EST) and Crestline.
 
Apparently, NW-86 was not running on an expedited schedule with this circuitous route. At 30 mph (time table speed on the Eel River), the train would have taken about 2 hours to travel from Logansport to Columbia City. I think the possible reasons for this routing were: 1. NW-86 may have picked up blocks from the Effner branch (ATSF) at Logansport
2. The time of day that NW-86 departed Chicago may have been so hectic and unpredictable with other PRR train traffic that delays could be huge. Both 59th and 51st Street yards were laid out in the 19th century, land locked and small. In addition, the Englewood Connecting Line (ECL) was practically at the southern end of both yards. It was a bottleneck for traffic to use the ECL to access either yard or main line (Ft. Wayne or Panhandle). In theory, it could work but when you throw in the real world like multiple trains arriving and or departing at the same time, incidents like trains going into emergency, etc., the 19th century Pennsy yards in Chicago had much to be desired especially as the trains grew much longer in the 20th century.  
It may have been better to get NW-86 out of Chi-town first and then make the switch over at Logansport. On-time performance may have been better assured. Needless to say, this arrangement did not last too long. 
 
Historically, NW- and CG- trains were Panhandle trains. As for their destinations, those could change. Historically, NW-86 went as far as Harsimus Cove and its reefers could have floated across the Hudson to NYC. However, destinations could be shifted. I saw in one ETT where CS-8 terminated in Enola when most of the time it went as far as Harsimus Cove. I would love to have seen NW-86 roar through the sleepy towns of Denver and North Manchester on the Eel River line. I would imagine that the motive power of choice in '53 for this train was probably diesel (F-7's) but for some reason, I picture an M-1 having the honors. (vbg)
Ted Andrews
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