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New York Central coal ops weren't anything to sneer at, either. For a while there were some Class NE-2 2-6-6-2s stationed in Cherry Tree, Pa. to serve as pushers for the downhill run to Mahaffey, Pa. Yes, I did say "downhill." Many, many wheels on the coal trains + many, many curves follow...

I remember, riding the train out from Reading Terminal in Philadelphia, that Reading had two passenger depots. Whatever happened to them?

The Cherry Tree & Dixonville RR was jointly owned, 50/50, by the PRR and NYC. Had its own, separate ETT. Both railroads operated over it; it had no motive power or cars of its own. The PRR & NYC merged in 1967 and became PC. The CT&D, however, although jointly owned, didn't merge into PC...

Who owned what when, and what did each eventually become can indeed be a daunting task. For the New York Central Railroad, on their Pennsylvania Division you had not only the Beech Creek Railroad, which the New York Central leased, and the Beech Creek Extension Railroad, which the New York Central o...

With historic USGS maps, it definitely helps if you color-code the rail lines. Red for PRR, blue for B&O, black for NYC, and pick-a-color for the Cambria & Indiana, which interchanged with all three at three different locations in two different counties. I guess the CT&D would be red and...

I believe there's a ten-year lock-in for RRB.

No insult intended, none taken, we're still besties. What really gets interesting is when Railroad A handles Railroad B's cars under contract, not interchange. One such example that I'm familiar with was the handling of New York City Transit Authority ballast hoppers by the New Haven Railroad betwee...

To the best of my knowledge that's the Leslie coal loader. How often it ships I can't answer since it's not in my neck of the woods. Coal traffic for Leslie near Philipsburg runs down to Cresson for a hand-off to Norfolk Southern. Coal traffic for Rosebud near Clymer runs east to Keating for a hand-...

Nope, not misunderstanding trackage rights at all. We do know that PRR and CNJ both operated occasionally over the L&HR all the way to Maybrook, N.Y. in order to equalize the mileage accrued over the L&HR's operations over their rails. We also know that while the L&HR operated between An...

Cab signals or lack thereof would not have been a problem. EL power running on the New Haven was done occasionally, on the rare side. One story is that EL power was loaned to the New Haven for use only from Maybrook to Cedar Hill and return. One day an EL bigwig was in Springfield, Mass. waiting for...

When I first went to school there they were still running S-160 2-8-0s and the tracks to the base laundry were still being used.

Of course, that was a few years ago.

You're correct. One is more or less next to the other, but I said the wrong one. Sorry 'bout that. Anyway, once the L&NE went belly up, about the only thing holding up the NYS&W was the tunnel. And once they dropped passenger service (the Butler Day Express was always a fun train to ride), t...

The DL&W (and E-L) granted the L&HR rights between Andover and Port Morris, N.J. As L&HR mileage on DL&W/E-L accrued, one can assume that the DL&W/E-L built up mileage they could operate over the L&HR, possibly to Warwick, N.Y. Could the DL&W/E-L burn off their mileage al...

The DL&W (and E-L) granted the L&HR rights between Andover and Port Morris, N.J. As L&HR mileage on DL&W/E-L accrued, one can assume that the DL&W/E-L built up mileage they could operate over the L&HR, possibly to Warwick, N.Y. Could the DL&W/E-L burn off their mileage al...

How about another option? 4) The wreck goes to the railroad shop, an assessment is made of reusable parts and removes them, EMD builds a shell locomotive, the reusable parts are shipped to EMD and installed by them. With this option the builder is in the best position to use or replace reusable part...