Erie Lackawanna
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From: JG at graytrainpix graytrainpix AT hotmail DOT com
Date: Thu, 10 Jun 2010 21:44:25 -0400
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>>>During the construction periods, I assume it's safe to assume a lot of the freight (all?) moved via the Erie side?

Paul, I was posting and then working Dover Tower in the summer of '74, and before the Nicholson tunnel caved, the EL delayed the daylight road freights on the GL-Boonton Line until just before or after the rush hour, giving a 9AM to 4PM window for clearance work. I would see the CS-9 at Dover around 4:30, and the HB-1 around 5, mixing into the early rush hour. Usually the HB-1 was late AM and CS-9 early afternoon. NY-98, which used to pass Dover in early to mid-afternoon, would now show up after the commuter run, around 7 pm. The TC-4, TC-1 and NY-97 were still running via PO at the time. Of course, then the Tunnel ceiling fell, and everything but CS-9 and SC-8 went via the Delaware Div. for the rest of the summer.

>>West of Montclair Heights (I don't have my 1975 employee TT handy), what were the speed limits through to Denville? I thought the curve at Mountain View was good for 10, but how about any other blips like this?
Paul, my 75 tt shows 35 mph thru the Great Notch curve, 40 mph thru the Cedar Grove loop, and then 25 mph at Mountain View to the Boonton Line. Then it's pretty much road speed to Denville, other than a 40 mph curve at Boonton (but 25 mph on the Lincoln Park siding). Freights are still restricted to 40 mph, but a note from a general order allows solid piggyback trains 50 mph from the Pompton River bridge to Denville.

>>It was a sad, but a valiant, time.

True. Here are two shots I took at the Notch in September, 1974 that sort-of catch that spirit. It's 4:45 pm and NY-100 is running very late, but is putting on quite a show crawling up to the Long Hill Road overpass. And then we see one of the two Saturday Boonton Line w/b passenger locals to Dover, waiting for 100 to clear the single track.

And that's the way it was. Quite a show, while it lasted.

Jim Gerofsky


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