A few factoids. When I worked second trick at G from 1960 to'64, the yard master at P'burg was Red Seagraves. I saw him some years later, working as a yardmaster in Bethlehem. The conductor on the BL16, between P'burg and Martin's Creek, was Rooney, a nice guy. Besides the BL16, I would have two southbound L&H trains with symbols something like OA1 and HO6, which can't be because the numbers would both have to be even or odd. They'd each have about 135 cars. They used 15 or 1600 HP Alco road switchers. When they had a northbound coal train, they didn't worry about speed limits through interlockings; they had a couple of miles of rising grade out of G.
We'd also get a train or two out of Trenton for P'burg, and the Valley drill would come over from Richards Yard to Hudson Yard. That was pretty much my day. Not overwhelming.
The switch at the south end of P'burg yard was called Kent. Freight trains got running orders (19s) and clear blocks by block limit stations. In 1960, they could also get permissive blocks, but the Pennsy did away with that a few years later. Frenchtown was open on first and second trick, but closed third trick and weekends. If Frenchtown was open, I'd block trains to or from Kent with him. If it was closed, I'd block the trains with MG in Trenton. Lambertville wasn't a block station by that time. P'burg was yard limits, so trains didn't have to get a clear block to work there.
Scheduled passenger trains didn't get orders; they were in the timetable. My first day at G in 1960 was the last day for passenger train service on the BelDel.
The L&H ran from Easton to Allentown yard on the CNJ. So by labor agreement they occasionally had some CNJ guys on the crews. CNJ engineers could also work as conductors, and a few did on the L&HR trains.
To move trains over the L&H bridge between P'burg and Easton I'd work with the operator at PU tower, on the CNJ in P'burg, Tommy Hawk. The CNJ still had passenger trains we had to watch out for.
The Pennsy had a marine operations strike in 1960, while I was on vacation. I'm told that the BelDel got extremely busy at that time.
Some of the L&H engineers were Jack Chamberlain, "famous" Moe Dunn, who wasn't afraid of speed, Tom McGovern and Gilloughly. Conductor Joe Spranger, Jr., Buss, and Kenny Spranger. All nice guys.