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From: "Paul R DOT Tupaczewski" paultup AT comcast DOT net
Date: Wed, 30 Apr 2014 08:15:55 -0400
Subject: Block Line EL content - May 1976
"CR_former_EL_line_schedule_4-1-76.jpg" - image/jpeg, 2023x1583 (256c)

Here's the May 1976 Block Line, and by far this is the largest one to date... LOTS of stuff on the first days of CR on the EL,
including a west-end road trip, and Bob Bahrs' excellent and poignant remembrance of the last runs of the CNJ/EL joint trains...
lots of great content here! I also scanned in the attached CR former EL line schedule and attached it for your reference.

- Paul






MAY 76

LETTERS
A BRICKBAT.

Dear Don,
Poetic justice is one thing, but the article on the meet at Starrucca. (Vol. IV, No. V, page 9). is full of errors. If CX-99 clipped
along the Delaware Division at 50mph, it would have been skipping the Delaware River. On all divisions, until further notice, all
trains will run not to exceed 40mph, and with the multitude of slow orders on the Delaware, 50 mph would have been impossible, as it
has been for the last two years.

.In the future, let's write in the realm of realism, instead of fantasy.

Ed Zech, Dunmore, PA

(No-o-o-o! We are not going to get into this hassle of slow orders again. Suffice to say, that with Superintendents all over the
Division, and three D&H trains plugged at Starrucca waiting for "the shot of the year," restrictions at lesser points of evil might
mean about as much as a freight schedule for SC-8. At any rate, Ed, I was there with Bob Rose as he parallel paced the train at 50
on at least two separate occasions. CX-99's running time of three hours flat - Mill Rift to Starrucca - indicated some hefty
"stepping out," considering the slow orders at the trouble spots, and three meets with eastbounds (one of which, I might add, was a
dead stop for 5 minutes at Narrowsburg). Nuff said! - ED)

CORRECTIONS from Voll. IV, Number V.
E-L RS Roster: Units numbered 900-915 are RS-2's; Units numbered 915-933 are RS-3's; Units numbered 950-954 are RS-2's (all are
ex-Erie). All 1000's are RS-3's (also correct in March issue)
Ex-DL&W E-8's are classified FE-22-6 (page 11)

(Conrail EL lines schedule scanned and attached)

CONRAIL - THE FIRST TWENTY DAYS.

(EDITOR'S NOTE: The following comprehensive report on the first three weeks of operations of the Consolidated Rail Corporation was
prepared from the notes of no fewer than a dozen Chapter members and friends whose names appear in various sections. Information is
grouped based on old corporate names, and will continue to be so in foreseeable future issues.)

GOODBYE SD'S, HELLO PC BLACK AND OTHER ODDITIES

".0001 hours. Stay away, stay alive. This is the Conrail Police Department." Those who stayed up until 12:01 AM on April 1, 1976
heard those words emanate from their scanners on 161.40 mhz. The Erie-Lackawanna was gone forever and Conrail was born, brought into
the world with hardly a whimper. There was no flash in the sky, no sound of fireworks, no mass disappearance of rail and ties. The
progression was an orderly takeover of the bankrupt lines with virtually no major problems. hardly in line with the predictions of
many railfans who forecast chaos.

That Conrail was coming to the E-L became stark reality on Monday ,March 29th. The last NY-100 departed Chicago with wet champagne
dropping from its pilot. NY-99 departed Croxton that night with a towerman's farewell on the airwaves. But there was to be no
interruption of services. On Tuesday, March 30th, all trains that were to terminate after midnight Wednesday night began carrying
their new symbols. NY-99 metamorphosed into TV-99, ND-91 became HB-91, and so on.

On Thursday, April 1st, Conrail inaugurated a new freight schedule for the former E-L lines. A composite of this schedule appears
opposite on page 10 [attachment]. This was prepared based on computer printouts of schedules, the Conrail version of the "Official
Guide," Bulletings from the Scranton Division, and hard examinations of train sheets. Credit to Bob Bahrs, Bob Wise, Joe Lombardi,
Bill Greenberg, and Mike Miterko. The schedule is correct at all points for Scranton-side trains, and at all points NOT marked by an
asterisk for Jervis-side trains. Intermediate times at Mahwah, Port and Binghamton were calculated against Croxton arrivals or
departures based on estimated running times. Of course, neophyte railfans must be reminded that freight schedules do not confer
timetable authority. and must be taken with a very large grain of salt. For example, Mike Miterko reports that, as of April 21st,
TV-78 has yet to run at all, NY-74 has only run 4 times, and the mark-up times for BM-4 and CM-96 vary from day to day by as much as
6 hours. Readers should find the schedule an interesting guide to the action.but don't book on 100% accuracy. In addition, Mike
reports that the Delaware Division way freight continues to operate out of Port Jervis on a M-W-F basis with a call time of 1000.
The "DD Way" performs all local switching between PO and Deposit, tying up overnight in Deposit and working back T-T-S to Port. Mike
also notes that the following through freights have traveled the former Erie on a one-time only basis between 4/1 and 4/20: MW-97,
TV-97, MJ-68, IHB-7, BM-5 and SC-9.

For those interested in Conrail's locals over the former E-L lines, here is the projected schedule:
ORIGIN TRAIN LEAVE FREQUENCY TO
CROXTON Totowa Rbt. 0715 DE Sat/Sun Totowa & return
Bloomer 0745 Mon/We/Fri Montclair/Suffern/Millington & return
AC Drill 0800 DE Sat/Sun Paterson Jct. and return
1st Northern 0800 DE Sun Orangeburg & return
Horn Train 0800 DE Sat/Sun Paterson Jct. & return
1st NJ&NY 0830 DE Sat/Sun Suffern & return
Garfield Dr. 0830 DE Sat/Sun Fairlawn & return
2nd NJ&NY 0900 DE Sat/Sun Hackensack & return
2nd Northern 0930 DE Sat/Sun Englewood & return
Rutherford 1025 Mon/We/Fri Rutherford & return
Stock Train 1100 Mo/Tu/We/Fr Bloomfield & return
DOVER 1st Dover 0815 DE Sat/Sun Pt. Morris & return
Boonton Dr. 1400 DE Sat/Sun Boonton & return
MIDDLETOWN DW Drill 0700 DE Sat/Sun Pine Bush/Montgomerry/Otisville & return
PHILLIPSBURG P'burger 0715 DE Sat/Sun Pt. Morris & return
SILVER LAKE Silver Lake 0735 DE Sat/Sun Bloomfield/Pompton Plains & return

NOW, AS TO EXACTLY WHAT'S BEEN HAPPENING SINCE APRIL1ST.

Big news, of course, on all of the roads is the power shifting that's going on. As far as the former E-L goes, we have been able to
determine the following: The big units may have seen their last days on the former NY Division/Scranton Division, being replaced by
a literal horde of GP-35's. Rumor has it that the SD-45's (all three garden varieties) plus the U33's and 36's will be reassigned to
former PRR/NYC mainline service. Trains spotted on the E-L recently sport a mixture of 35's plus U25's and a sprinkling of PC Geeps.
Also, GP-7's in local service are being replaced, where applicable, by GP-35's. The majority of the 7's appear to be assigned to
Scranton.

Renumbering is partially underway. One of the first units to get the treatment was GP-7 #1245 which is now Conrail 5983. Reportedly,
units will be renumbered as they are pulled in for their monthlies. The worst of this is that, in addition to renumberings, road
names and heralds are being painted out. This was NOT done to the 1245, but reports are trickling in of ex-EL units that are getting
the "treatment." Ray Wetzel spotted a U-25 renumbered #2578 on the West Shore 4/13 with no roadname. Ditto for ex-EL U-33C #3303
which is now Conrail 6566, spotted by Denis Connell in Bethlehem Engine Terminal April 19th.

Big news for EL fans should be Scranton. About 50 men are to be hired soon under Conrail, and the shop might just be cranked up to
do heavy repairs once again. The Hornell shops' future was uncertain as of April 1st, and they have been given a one month reprieve.
Reliable sources indicate that Morrison-Knudsen is looking at Hornell for a possible base of eastern rebuilding operations. Heavy
machinery moved from Scranton to Hornell after the E-L merger could easily be returned, should the N.Y. facility be shut down or
sold. At last reports, the concentration of work should be in the electrical area, with two shifts operating seven days per week.
(Denis Connell, Bob Bahrs)

F-UNITS RETURNED TO SERVICE: 9 of the 12 F-units in storage at Scranton will be put back into service to ease the power shortage on
E-L lines, now that the big road power is being transferred to PC territory. The first unit back and running was F3A #7104 on April
14th. She was in Croxton on April 20th fresh in from road service on TV-98. 4 more F's were rolling as of April 21st. (Denis
Connell, Rich Behrendt, Bob Bahrs)

Scranton should become a mecca for first generation power. Bob Bahrs reports that as many as 51 GP-7's and 9's may be assigned there
within the next few months. 21 are assigned there already (1226-1246. to be renumbered in the 5900 class), along with former
passenger equipped 7's #1400, 1403, and 1404 for a total of 24. The usual dozen SW's are also in evidence: 427, 444, 446, 458, 461,
463, 449 (running) and 442 and 443 (stored). CNJ #1520 was also on the property on April 18th.

Tie and rail replacement will soon begin on the Scranton Division between MP 102 (near Mt. Pocono) and MP 137 (Scranton). 50 laid
off trackmen will be called to complete the work while will center on Track 2. Reports indicate that as many as two out of each
three ties will be replaced and welded rail installed. It seems evident that track 1's days are numbered. Look to see it reduced to
a long passing siding between Cresco and Pocono Summit. (Denis Connell, Bob Bahrs).

Conrail had its first encounter with Long Hill at Great Notch on April 19th. Eastbound BH-2 stalled on the curve, and had to call
the Totowa Roustabout for a push over. The hill has been fairly quiet lately, however, with all but 2 eastbounds rerouted to the
Erie side. (Rich Behrendt)
The first foreign engine into Croxton may have been PC GP-7 #4912 spotted by Rich Behrendt on April 4th. Anybody have an earlier
sighting?

The Conrail schedule for E-L lines, of course, does not include extras. Two likely candidates at irregular intervals are coal trains
(bound for Portland, PA) and grain trains (for Martins Creek, PA). At least one coal train has run since day one - UPS-48 (NOT for
United Parcel Service) bringing 106 loads and one empty into Portland (11,600 tons) on April 17. Power was 5 PC units, 4 EL pushers.
(Bob Bahrs)

What would become of the Erie? With the breakdown of talks between Chessie and the labor unions, E-L's late entry into the Conrail
shed cast much doubt about the future or the line. Several trips throughout Ohio and Indiana during February and March proved futile
in determining Erie's fate. "April 1st will tell the tale."

Just what did April 1st bring on the west end? The passing of NF-98 eastbound and IHB-9 westbound on Wednesday, March 31st closed
the chapter on Erie-Lackawanna through mainline freight service between Akron, Ohio and Chicago, Illinois. The shops at Marion were
shut down, the piggyback ramp at Huntington, Indiana was closed, the C&O was even rerouting traffic between Griffith, Indiana and
Chicago over one of their own branch lines, instead of over the Erie (C&O has trackage rights over the E-L between these points).
Meanwhile, a maroon, gray and yellow invasion was taking place on the Pennsy and NYC mainlines!

Well, to investigate the rumors and and the remains, Don Diem (an ex-PC operator, current Conrail rocking chair employee) of
Saginaw, Michigan, Duncan Kaufman of Ann Arbor, and I ventured out to the billiard tables and cornfields of Ohio early Saturday
morning, April 3, 1976.

Our first stop, as always, was Fostoria, Ohio where the C&O crosses the B&O crosses the ex-NKP crosses the ex-NYC. (20 diamonds in
all!). We no sooner pulled onto the service road leading to the tower when a Norfolk & Western freight came whizzing by. Well, the
locos said N&W but the cabooses certainly didn't: all THREE of them read Lehigh Valley. one in bicentennial colors!

After observing two more freights (a B&O manifest and a C&O hotshot) we headed on our way. We followed the C&O into Upper Sandusky
where we picked up the ex-Pennsy mainline. We planned on following the line right into Mansfield, Ohio, hoping to catch some E-L
action along the way. We didn't quite get to Bucyrus when we spotted some gray, maroon and yellow through the cornfields heading
west. Well, a quick U-turn brought us to a grade crossing where we were able to exercise our shutters. The train was IHB-7 with
SD-45 #3606 on the point, trailed by a GP-35.

Other than a coal drag with four PC units, but no crew, sitting on a siding, Bucyrus itself was dead, so we continued on to
Crestline, where the Pennsy main crosses the Big Four. An E-L brakeman happened to be hanging around the tower, so Don put his great
oratorical talent to work while I took notes. According to the brakie, the following temporary transfer of E-L crews had taken
place: 4 train and engine crews working Marion to Canton, 8 train and engine crews Crestline to Canton, 5 train and 4 engine crews
Toledo to Cleveland, and 4 train and engine crews Elkhart to Toledo. These temporary assignments are only for 60 days, after which
Conrail will officially advertise jobs at these points. He also mentioned that in general, E-L through freights are using the Pennsy
mainline from Chicago, Illinois to Orrville, Ohio and then running from Orrville to the E-L at Akron via an old PRR branch line. The
hotshot E-L piggybackers are using the ex-NYC line from Chicago to Buffalo.

The train sheet at Crestline showed a lot of activity: from 0001 to 1450 there were 15 westbound and 15 eastbound on the Pennsy as
well as 5 each way on the Big Four. The apparent E-L freights were: BRC-75A (3626), IHB-7 (3664), NY-72 (2556), BRC-76 (3319), and
NY-74 (3681). While there we saw CRC-2 come east with 2 PC units. It was a solid grain train bound for Martins Creek, PA. I don't
know if it went via E-L.

Continuing east, our next stop was at Harding Yard in Ontario, Ohio, the home of a GM plant which produces 90 carloads a day. E-L
units 1051 and 1052 (RS-3's) were sitting in the yard, along with about 40 cars. Ontario is approximately 7 miles west of Mansfield,
which was our next stop.

Mansfield is rather interesting, having three sets of diamond in a one block radius (B&O/PRR; B&O/EL; EL/PRR), each of them with its
own tower. We spotted EL RS #1020 sitting in the small yard there. The operators at Mansfield were pretty knowledgeable of their
surroundings, and were able to shed some light on the happenings. An interchange track between the PC and the EL is supposed to be
made out of the current EL/B&O transfer track, after which EL freights will run straight through to Mansfield from the east. Conrail
intends on keeping the entire EL line from Akron to Marion (even if a deal with Chessie for the east end were still to take place).
With the GM plant and the Big Four traffic from Marion to Galion, Ohio, the line is worthwhile. After watching several freights go
through (including BRC-75 w/EL 2586) we headed for Marion.

According to the operator at AC Tower, nothing is moving through the yards there except for some locals originating or terminating.
One interesting tidbit is that the Erie-Lackawanna Railway Company (estate) still owns the shops, the humpyard, the third track
through the station, and a bunch of E-L 40' boxcars there. Apparently, Conrail was not interested in any of the above items. Some of
the dead units were gone, and the remaining ones, including E-8 #816, were schedule to be moved the next day. They're supposed to be
taken to Buckeye Yard (Cincinnati) where they will be stripped and then placed into storage at Bellefontaine. Also, PRR
superintendents have been highrailing down the Dayton Branch, which is now part of the Columbus Division, Southern Region.

The following E-L movements appeared on the trainsheets: CM-96 (3659), MU-62 (3305), MU-62 (2508), MO-3 (3653), MU-61 (3305) and
MU-62 (PC 7264). Why there were 3 MU-62's in one day, I don't know. I also saw briefly a 3 page Conrail locomotive report. Of
interest is the speculation that the Alco Century 424's and 425's may be purchased by the D&H. It also specifically states that E-8
#825 plus one other E-8 will be set aside for the Cleveland-Youngstown trains.

ERIE HONESDALE BRANCH NOW THE LACKAWAXEN & STOURBRIDGE RAILROAD

(Editor's Note: One of the minor benefits of the Conrail takeover is when a piece of trackage deemed "unnecessary" is taken over and
operated as a new shortline railroad. Such is the case with the Honesdale Branch of the old Erie. Photographers wishing to visit
this picturesque branch are advised that operations start out of Honesdale about mid-morning with FJ&G Alco S-class switcher #20.
Long hood points towards Lackawaxen.)

The E-L's former Honesdale Branch is now being operated by the Delaware Otsego Corporation as the Lackawaxen and Stourbridge
Railroad. The Delaware Otsego Corporation also operates the Fonda, Johnston & Gloversville Railroad and the Cooperstown & Charlotte
Valley (former D&H Cooperstown Branch).

Operations began April 1st with an FJ&G engine which handled two cars to Moore Business Forms in Honesdale and two cars to the
Honesdale Milling Company from the Conrail interchange at Lackawaxen. Operations are now taking place under an ICC order while
negotiations are made with the Erie-Lackawanna estate for the purchase of the branch. Operations will be Monday through Friday. The
Commonwealth of Pennsylvania will pick up the operating costs for the first five years, with a full subsidy of $250,000 estimated
for the first year, decreasing each year. Plans are to install 4,000 new ties and to purchase a locomotive and build an engine house
at the East Honesdale yard. (from Robert Stafford, Bangor, PA)

Bob also sent the following report on Conrail operations on the Bangor & Portland Branch:

Operations on the B&P Branch under Conrail have found the Martins Creek Penn Central interchanged closed. The Belfast Jct.
interchange with the Lehigh Valley was closed earlier in the year by the FRA due to unsafe track conditions. All southbound traffic
is now being given to the L&NE at Bath Jct. for forwarding to Allentown Yard. B&P crews and L&NE crews are still servicing Hercules
Cement at Stockertown. Portland and Bangor stations are still open. B&P crews have been normally called at 1000 hours at Bangor
Shops, operating Sunday, Tuesday and Thursday to Martins Creek, Portland and return, and Money, Wednesday and Friday to Pen Argyl
and Bath Jct. (to meet the Northhampton & Bath crew which is also operating Monday, Wednesday and Friday) and return. Power is
usually two 1200's or 1400's.

Reports of 3351 (DOT U-34CH) being in a bicentennial paint scheme are apparently false. From Carl Perelman comes word that the 3351
is currently at GE in Pittsburgh, PA, and GE will not be painting the unit. Reportedly, the engine will be repainted by
Conrail/NJDOT at Hoboken, N.J.
With Conrail, freight service into Hoboken Yard is ended. The State of NJ has purchased the building and will purchase the entire
yard facility as far as West End. Cost for the whole package: approximately $2,250,500. Whew!

EL RS-3's ASSIGNED TO PENN READING SEASHORE LINES!

Rejoice RS fans! If you cried when your favorite units were banished to the west, the time has come to dry your tears! Gray and
Maroon Alcos are again treading the rails in New Jersey!

No, not on the E-L folks, but on another fine railroad absorbed by Conrail: the Pennsylvania Reading Seashore Lines. About a dozen
ex-EL Alcs have been assigned to Pavonia Yard in Camden for. get this. road service! A shop foreman related that the units were to
replace the 2000 class GP-38's as those units were assigned elsewhere. Apparently the Alcos are being put into service as they are
shopped. at least one has been released and is serving at Bridgeton Jct. No doubt many more are rolling by the time you read this.

The following units were observed at Pavonia Yard on April 15th: 1017 (L), 1022 (D), 1023 (S), 1025 (S), 1029 (D), 1033 (D), 1037
(L), 1038 (L), 1044 (L), 1045 (L), 1048 (L), 1041 (D)
Key: (L) Live; (D) Dead; (S) in shop

In addition, ex-CNJ RS-3 #1701 (in toothpaste scheme) also was on the property.

E-L's 12 Alco Century 425's were sold to the British Columbia Railway. Units were numbered 2451-2462. (HOSTLER)

SE-98/ES-99.ON THE EVE OF CONRAIL - By Bob Bahrs

My Wednesday evenings for the past year have been very routine. I grab a quick supper, glance at the paper, and by six o'clock I'm
off to Boonton where I bowl.

But March 31st was to be different. That evening my team would have to do without me. To railfans and employees alike the
anticipation of this day had been building for months, and now it was here. Throughout the day my thoughts continued to linger on
what was happening around the rail scene in the Northeast. Today would be the last day of existence for hundreds of symbol trains
and many lines. Tomorrow will be Conrail Day and with it, the names of virtually every major Class 1 railroad in New Jersey will
instantaneously become history. Be it right or wrong, good or bad, Conrail will mean one thing: that everything will be subject to
change. The word "change" is nothing new to railroading in the Northeast, but it rarely comes in the form of anything good, and
never with the magnitude of a Conrail. No matter how many hundreds of hours I've spent along the tracks in the past years, or how
many times I've seen a particular train, the lure that evening to see for the last time was greater than ever.

Arriving home that evening, I grabbed a quick supper and then headed for the tracks instead of Boonton. I wasn't sure where I should
go, for so much might be occurring for the last time, and I couldn't be everywhere at once. The decision wasn't too hard, though,
since I desired to cover only what was happening in the immediate area, and that brought into focus two trains that have been very
prominent over the past four years. The railfanning grapevine had both ES-99 and SE-98 on the list of trains to go, as well as the
entire High Bridge Branch. Thus, I had my objective. The trials and tribulations of both pool trains has been documented in the
BLOCK LINE from Vol. I, Number I, where a feature article described the unique moves at Lake Jct., to the 60 day notice of
discontinuance in Vol. IV, Number II.

A quick call to Port Morris favored me with a friendly towerman who informed me that 99 was due at Lake Jct. about 6 PM, and 98 was
just about to leave Scranton. As so often happens, Mother Nature was not very favorable, for the evening was cold and cloudy with a
fog that was getting increasingly thicker. Despite the weather, I thought that the last train deserved an attempted photo, so I
proceeded over to the diamonds at Ferremonte Jct. to set up for a shot. It was not long before the off-tone chimes of SD-45-2 #3679
pierced the silence and its high beam appeared down the track amidst the fog and darkening sky. Seeing my tripods, the engineer
dimmed his light, and, at a 60th of a second wide open, a feeble attempt was made to capture the last ES-99 on film. As the 82 cars
(5480 tons) and caboose #C376 clattered over the diamonds, I gathered up my camera equipment and drove over to Lake Jct. as the
train proceeded down through HO for the last time.

At Lake Jct., 25 cars were set out in the yard and the lead unit was placed on the Loop track to go east later that evening on SC-8.
The train crew seemed busy and in an introverted mood, but the engineer was aware of my presence and, when the units stopped
alongside, he immediately leaned out and asked how everything was. I mentioned to him that I had been there for the first
run-through, so I thought it fitting that I come up for the last. He reminded me of the date of that first trip - January 3, 1972 -
and mentioned with pride that this has been his job for three years. What pleased me the most was receiving his train orders to
keep.

It wasn't long before the remaining two units, U-33C's #3302 and 3308, and two head end cars backed across Dell Ave. to go against
their train, so I wandered up onto the wooded hill between the E-L main and the junction to view 99's departure. It was 6:40 PM and
darkness had fallen by the time the big U-boats slowly brought the remaining 57 cars (3398 tons) over the diamonds and up through
the new connection, which has been built just for the pool trains. As the cars rattled by, I couldn't help but think of the short,
but interesting lives both trains had endured.

They marked the beginning of high horsepower second generation diesels on the High Bridge Branch. The 24 mile branch was itself as
interesting as the trains which traversed it. At the beginning of the pool service it has a running time of over two hours. after 4
years of continued track rehabilitation it was still over two hours. Over the years both trains saw several bad wrecks, and the
number of derailments was countless. I remembered the huge 180 and 190 car trains which were prominent during the first few months,
the dozens of pusher combinations used out of Scranton, and the rare occasions that they would go all the way to Lake Jct. There
they would assist 98 out of the junction and onto the branch, cutting off on the fly as they rocked through the yard .No railfan who
saw it will ever forget the interesting and dangerous back-up move both trains used to make between Lake Jct. and Chester Jct.
before the new connection was built. With the knowledge of how transitory things in railroading are, I was very thankful for the
four years the pool trains ran. Because of them and my many afternoon and evening journeys up to the junction, I had met many new
railfans and gained numerous personal friends.
As the caboose passed below me and faded into the darkness at the top of the connection, a silence came over the junction. I was a
little amazed that I was the only railfan to show up that evening, for, upon the inception of both trains, the junction became a
haven for fans. But I guess, just as in real life, nobody likes a funeral. Down in the yard the car knocker's light could be seen as
he went about his business of checking the journals. Normally later in the evening, SE-98 would pull down through the junction and
head down the branch bound for E'port. But not tonight! A second call to Port Morris revealed 98's consist as 51 loads, 10 empties
(4980 tons) with CNJ SD-40's #3064, 3063 and 3068 up front, but also brought the astonishing news that she would be running via
Hackettstown and Phillipsburg. The maintainers has been following 99 up the branch disconnecting the crossing signal wires.

By now it was raining. As I stood in the doorway of the shanty housing the dispatcher's phone, it seemed hard to rationalize that it
was over. but it was! My bowling team was losing four games, the High Bridge Branch had seen its last train, upon their termination
ES-99 and SE-98 would be history, and at 1201 AM, the E-L, CNJ, PC, LV, RDG and L&HR would slip into a new era. The only thing I
could find to be happy about was that I knew the BLOCK LINE would be around next month to cover it all, no matter what was about to
happen.

(D&H) D&H has also purchased some second hand cabooses: 10 came from the Reading (former #'s 94110-94119) and 10 bay-windows from
the E-L (#'s ?).



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Image EXIF Data:
Image Capture Date   2014:04:02 13:25:15
Image Digitized Date   2014:04:02 13:25:15
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Sub-Second Digitized Time   37


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