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From: "J DOT Henry Priebe Jr DOT " root AT bluemoon DOT net
Date: Sat, 17 Sep 2011 14:40:16 -0400 (EDT)
Subject: Re: (erielack) Erie/NKP Connection at Buffalo
"FW_ModelBoard_Winter1982_A.jpg" - image/jpeg, 1200x594 (24bit)

On Sat, 17 Sep 2011 Wdburt1@aol.com wrote:

> The double-track Cadillac Curve tied into the double-track Erie main
> immediately west of FW. Prior to its constructionin the summer of 1963, the PRR
> Chautauqua Branch crossed the Erie on a diamond just west of the main
> diamonds at FW and then tied into the PRR Harrisburg main. Referring to Mike
> Connor's val map, it appears that the switches for Cadillac Curve were built
> over the top of where the Chautauqua Branch crossed the Erie. This was
> several months before PRR sold the Buffalo-Blasdell segment of the branch to
> the NKP. Most official descriptions of the sale refer to its northerly
> limit being at Seneca Street, so the short segment of the branch from the
> street north to FW may not have been included in the sale and apparently was
> not needed for other purposes by PRR during the last half of 1963.

In the early 1960s PRR and LV had been pursuing a Buffalo area consolidation
plan, which included retiring PRR's string of yards along the Harrisburg main
from Ebenezer Yard to their Fillmore Ave Yard in favor of LV's Tifft Yard. By
late 1963 several elements of the plan had been adopted, which may have
obviated use of the tail end of the Chautauqua Branch. IIRC by 1976 there was
almost no traces left of PRR's Fillmore and Babcock yards.

> For those who are wondering, Cadillac Curve replaced a sharply-curved NKP
> connection coming out of Abbott Road Yard and heading toward FW Tower and
> the Erie yards to the east. Its construction followed the opening of Bison
> Yard and allowed NKP trains to access the Erie with less risk of derailing
> long cars. I don't have the speed restrictions for either the original or
> the new connection, but assume that even the new one was probably limited
> to 10 MPH.

After further research I managed to locate photos in "Trackside around Buffalo
1953 to 1976" (p 47, 79 and 81) that showed Cadillac Curve or the immediate
environs and those tickled my memory. I do remember N&W moves on those tracks
and I am positive that I had even lined the plant for them at FW when visiting
the operator, Scotty Whitehead shortly after C day.

I have been unable to locate any mention of a speed restriction for Cadillac
Curve. Perhaps it was covered under yard limits.

> Neat photo. It shows what I was trying to describe in the previous post.
> As you say, the Erie excursion has come out the LV's terminal, used the
> Erie/LV connection and threaded the crossover at JU, and is now headed toward
> the BCK switch controlled by P&B Junction. The NKP switcher stands on the
> original connection to FW. The track in the left foreground is the one
> that came out of Abbott Road Yard (#9) and connected to the Erie/BCK
> connection ("#5 main"), allowing NKP transfer movements to head to downtown on the
> Erie. In 1951 the #5 Main was torn out from the Track #9 switch down to
> the BCK. When Cadillac Curve was built, most of the original NKP connection
> to the Erie at FW was retired, leaving a short segment that ended about
> where the NKP switcher stands in the photo, apparently for use as a tail track
> for switching Abbott Road.

Interestingly, a 1964 PRR diagram for FW published in "Triumph VII" shows the
old pre Cadillac Curve NKP connection. A shot of the FW model board in the
winter of 1983 plainly shows Cadillac Curve. I don't believe Scotty ever
called it that as it is catchy enough that I think I would remember it. I
still have been unable to find any post 1963 diagrams that show the curve.

Attached is a crop of the FW model board from a shot by Matt Wronski in the
wintter of 1982. I have annotated the image with pre-EL labels to make clear
what's what. Note that even as late as 1982 it still labeled with "EL RR,"
"NYC RR," "BUFFALO CREEK RR" and "PENNSYLVANIA RR."

> Nor have I. I forgot to mention last time that the val map indicates that
> the 1951 retirements included a tilting target. Not sure whether this
> protected the crossings of the PRR Chautauqua Branch and NKP main, or the NKP
> connection to FW.

As per Erie Buffalo and Rochester ETT 39, April 30, 1950 under "GRADE
CROSSINGS":

"NYC & StL RR near Seneca St., JU Crossover, target DIAGONAL, proceed on Erie
RR. Will be restored to normal position DIAGONAL and will be operated by
trainmen. Night position of tilting board indicated by two (2) red lights."

By the wording, it looks like it protected the NKP/Erie-Erie/BCK crossing near
P&B, which was only 100 feet from the Seneca Street overpass.

Henry

J. Henry Priebe Jr. Blue Moon Internet Corp Network Administrator
www.bluemoon.net Internet Access & Web Hosting
www.railfan.net Railfan Network Services


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