Maybrook Line train Symbols

Can anyone out there help? I need the train symbols used on the Maybrook Between Maybrook & Cedar Hill in the late 60's to 70's including locals out of Maybrook, Poughkeepsie, Hopewell Jct & Danbury. Any help would be greatly appriciated. Thanks! Dave Magill

Late 1960s (1969) and 1970s would have been Penn Central.

From the Arranged Freight Service Symbol Book No. 20 dated October 31, 1965 the following trains were "scheduled":

BO-1, Boston to Maybrook, Daily, departed Cedar Hill 3:10 a.m., arrived Maybrook 7:30 a.m., C-425s and U-25Bs for motive power.
A/CB-1, Boston to Maybrook, Daily except Sunday, departed Cedar Hill 9:35 p.m., arrived Maybrook 1:35 a.m., C-425s and U-25Bs for motive power.
CB-1, Cedar Hill to Maybrook, Daily, departed Cedar Hill 10:00 p.m., arrived Maybrook 2:00 a.m., C-425s and U-25Bs for motive power.
CB-2, Maybrook to Cedar Hill (and Boston), Daily, departed Maybrook 2:30 a.m., arrived New Haven 6:10 a.m., C-425s and U-25Bs for motive power, Monday thru Friday stopped at New Haven Union Station, Saturday and Sunday entered Cedar Hill Yard.
NO-1, Cedar Hill to Maybrook, Daily, departed Cedar Hill 10:30 a.m., arrived Maybrook 3:20 p.m., C-425s and U-25Bs for motive power.
NO-3, Cedar Hill to Maybrook, Daily, departed Cedar Hill 10:10 p.m., arrived Maybrook 4:55 a.m., anything other than C-425s or U-25Bs for motive power (RS-3s, GP-9s, H-16-44s, RS-11s).
NO-5, Cedar Hill to Maybrook, Sunday only, departed Cedar Hill 3:30 p.m., arrived Maybrook 8:20 p.m., anything other than C-425s or U-25Bs for motive power (RS-3s, GP-9s, H-16-44s, RS-11s).
NO-9, Cedar Hill to Maybrook, Daily, departed Cedar Hill 12:30 p.m., arrived Maybrook 6:30 p.m., C-425s and U-25Bs for motive power.
A/OB-2, Maybrook to Cedar Hill, Daily, departed Maybrook 1:00 p.m., arrived Cedar Hill 5:30 p.m., anything other than C-425s or U-25Bs for motive power (RS-3s, GP-9s, H-16-44s, RS-11s).
OB-2, Maybrook to Boston, Daily, departed Maybrook 2:00 p.m., arrived Cedar Hill 6:30 p.m., C-425s and U-25Bs for motive power.
OB-4, Maybrook to Cedar Hill (and Boston), Daily, departed Maybrook 5:00 p.m., arrived Cedar Hill 11:00 p.m., C-425s and U-25Bs for motive power.
OB-6, Maybrook to Cedar Hill, Daily, departed Maybrook 6:15 a.m., arrived Cedar Hill 10:45 a.m., C-425s and U-25Bs for motive power.
ON-6, Maybrook to Cedar Hill, Daily, departed Maybrook 9:30 p.m., arrived Cedar Hill 6:05 a.m., C-425s and U-25Bs for motive power.

NX-8, Poughkeepsie, Daily except Sunday, operated east to Hopewell Junction, Beacon Branch, Mattewawan, Glenham and Beacon, operated west to Clintondale and Modena. Monday-Wednesday-Friday operated east to Green Haven and Holmes.
NX-9, Poughkeepsie (Yard Switcher), Daily except Sunday, operated to Highland.
NX-10, Danbury, Daily except Sunday, operated east to Newtown, Botsford and Stevenson, operated west to Brewster.
NX-14, Danbury, Daily except Sunday, operated to Newtown and Brewster as required.

No locals out of Maybrook or Hopewell Junction.

Wow , that info was sooo helpful for the layout, thank you VERY much!!!! dave

When I was working the Danbury job out of New York in 1966, everything on the Maybrook Line was either the U-25b's or the
C-425's, RS-3's were used in the yard at Maybrook and there were usually three of them stationed there at any given time.
They could run a train using three or four of them as power or a combination of them but usually they would just couple them
up to the road power and use them as an extra unit.
The big reason that the railroad obtained the big (for that time) GE's and Alco's was to increase efficiency on the Maybrook
Line with the substantial grades and hot eastbound trains.
When I was laying over between 140 and 143 every day I generally saw both OB-2's pass through and they both had either
the U-25b's or the C-425's for power. They were both hot trains.
These engines were also used to Boston, Worcester, Springfield and elsewhere but ONLY after all of the Maybrook jobs were
first covered with them. These were the only New Haven Railroad engines equipped with radio gear during the 60's and
certain locations between Boston and Maybrook had base station radios to work with these jobs.
Occasionally other engines would have to make a trip to Maybrook but it was definately not normal for them to do so during
the later 60's.
When these engines came, three units could do the work that five of the older units did on the Maybrook Line and usually
more than three units on a train indicated a problem locomotive, an extremely heavy train or more likely a power balancing
move. Tonnage was always heavier eastbound on this line.
Noel Weaver