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New York Daily News Metro-North train derailment remembered one year later Metro-North train derailment remembered one year later One year ago today, a Metro-North passenger train derailed on its way to New York City, killing 4 while injuring 59 others on Dec.
The merger between the New York Central RR and the Pennsylvania RR was like a shotgun wedding.
It officially started March 19, 1962 when a merger petition went to the Interstate Commerce Commission and took until February 1, 1968 to become real. Perlman was unhappy from the start - he didn't hit it off with Saunders, who had replaced Symes in 1963. Connect with trading partners around the world on a single Network-as-a-Service platform, get real-time transaction visibility and eliminate those manual network processes. Social supply chain is using "social media technology" all across the entire supply chain : from supplier's suppliers to customer's customers.
Several years ago I wrote a story on the major railroads of 1950 and what happened to them. Some original 1969 Metroliner multiple unit cars had been converted to serve as Amtrak's push-pull cab car fleet in the late 1980s. All of the rail assets not selected by USRA for conveyance, along with all of the non-rail assets (Buckeye Pipeline, Sperry Rail Service, non-railroad real estate, etc.) remained with the bankrupts to be disposed as they saw fit. What is now Amtrak's Northeast Corridor was conveyed to Conrail in 1976, but with the understanding that it would go to Amtrak as soon as USRA put a value on it. In addition we are a full service MRO (Maintenance, Repair and Operational Supplies) supplier. Almost 100 years old, the tower in Matteawan, New York was badly damaged by a train derailment.
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It was the merger of the Pennsylvania and New York Central into the "Pennsylvania New York Central Transportation Company" (hereafter called "PC" or "Penn Central"). New York Central was the Water Level Route while Pennsylvania Railroad crossed the Alleghenys. Its creditors began to hound it - some of them wanted to shut it down to get back their money.
Agonizingly for everyone on the Penn Central, there were sources of capital that could not be touched. Between Indianapolis and Terre Haute, the former New York Central and Pennsylvania had double track, high speed main lines rarely more than three miles apart.

Between a quarter and a half of the 19,621 mile (1972) road was redundant; yet mention the word "abandonment" and everybody from governors to ecologists were ready for battle. The power of our global EDI network is available on your server, your cloud platform or your application. We track all interchanges from the moment they enter the system, along every step across the network, and through the delivery confirmation. Our focus has expanded beyond EDI to encompas the full gamut of supply chain practices and technologies. The complexity of maintaining compliance with trading partners, managing the ever increasing amount of data, and analyzing that data to drive constant improvement in processes and service take supply chain professionals far beyond the basics of mapping EDI documents. It means integration of social media technologies (collaboration, sharing) to connect and encompass the participants across the whole supply chain.
Customers use social media to connect with their peers from a marketing standpoint to promote and advertise their services and capabilities. Some are still in use today, on Springfield, MA-New Haven, CT shuttles and push-pull AEM7 Keystone service. The first was to choose the bits and pieces of Penn Central, Erie Lackawanna, Lehigh Valley, CNJ, Reading, etc.
The litigation was ultimately settled for about $7 billion, so some shareholders of the bankrupt estates (depending on when they bought the stock) made out quite nicely. Some rail trackage not conveyed was operated as "subsidized light density lines" (LDLs) for a few years under a transitional Federal program administered first by USRA and later (until ended by the Reagan administration) by FRA. The big search engines, communities and email services collect your data to serve you with tons of unwanted advertising and to sell your data. In the New York City area, Metropolitan Transportation Authority assumed ownership of commuter routes. For example, just about every abandoned mine branch in the Allegheny Mountains was chock full of PC cars destined for scrap. After the merger, most traffic was routed over the old New York Central and the Pennsy line's second track was picked up. Even running as few trains as possible over ill-maintained tracks, 78,752 persons were on the 1975 payroll (down from 95,772 at bankruptcy).
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In addition, USRA provided about $2.5 billion in financial assistance to Conrail, in return receiving stock and bonds which were held by the government until Conrail was sold in a public stock offering in 1984. States would nominate LDLs for continued operation, and in most cases a private "designated operator" provided service.
Amtrak paid Conrail by simply forgiving trackage rights charges Conrail would have otherwise paid. He surely couldn't count on government help - government had built the New York Thruway and St.

Saunders wouldn't give Perlman money for maintenance so the condition of the line suffered.
Based on fear of a 1929-type crash, PC got some government-guaranteed loans to keep afloat.
There were still 11 miles of double track left in 1974 and the 132-lb rail was in excellent shape.
Sold at the Philadelphia auction were items such as sugar bowls, steak platters and bud vases.
Many felt that PC got a brush off because of disbelief a two billion dollar company could simply up and quit. Consumers are able to communicate with customer service departments through Twitter and Facebook.
The second was to provide rehabilitation funds to Conrail, and to ensure those funds were wisely used.
This period of free use ended in 1982, at which time Stanley Crane re-routed most rail freight off the NEC and ended electric freight operation. Ex-Central executives ran transportation while ex-Pennsylvania execs began to dabble in real estate and amusement parks.
But the creditors would not allow this asset to be turned into cash that would be reinvested in the estate, since that estate was eroding day by day. It was desperately needed on the old Central line where double traffic and deferred maintenance had left much of that stretch with 10 mph speed limits. Most of the buyers were train lovers and collectors, some old but many too young to remember the glory days of the great trains.
The third was to value the assets selected for conveyance, pay the price to the bankrupt estates, and then litigate the value in a special court with lawyers for the bankrupt estates. The Rail Revitalization and Regulatory Reform Act (ultimately growing into CONRAIL) was passed. The obvious thing to do was use the good rail on the needy line, unfortunately, the rail belonged to a Pennsy subsidiary, itself in reorganization. Penn Central's bankruptcy was attributed by some people to mismanagement; however, the National Labor Relations Board dictated wage settlements and the ICC controlled prices.
The railroad had to continue operations at a time when it could barely keep running without pouring in huge sums of money to rebuild its facilities. The creditors would not permit the asset to be moved, except for "cash on the barrel", which, of course, was unavailable.
These sums, however, would not be available until the railroad showed it could be reorganized. Government told PC's creditors they couldn't foreclose and that PC must operate even though it was at a loss.

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