RE: (erielack) EL detour map

[Chris Thurner <chris.thurner_@_adelphia.com>]

Pat:

Check these links out from George's site:

	http://www.dnaco.net/~gelwood/ops/detour.gif   (map)
	http://www.dnaco.net/~gelwood/ops/detour.html (chart highlighting
jcts. where detour routes could be accessed.)

  Note on the chart, that in the case of Wellsville, it mentions that an
eastbound connection could not be obtained.  The jct. with the WAG could
only (at least easily) be obtained by westbounds, as the it was a facing
point switch for west bounds.  What's ironic here is that this route would
then take them east back to Addison, where they may have come from.

The only way an eastbound could access this line, would be to either run the
power around the consist by utilizing the siding that ran through Wellsville
at the time (north of the WAG jct).  Then push the train (presumably after
relocating the 'boose on the east end of the train) east until they were
past the switch for the jct.  Then reverse direction with the locos pulling
and enter the WAG tracks.

Note the map shows the detour going to Addison.  With the way this is
directionally screwed up, I thought maybe there was a way over the WAG to
interchange with other ex B&O lines in the area to get to the BR&P around
DuBois and then proceed up the B&O / Erie towards Bradford way and then back
on the line to Salamanca.

The other detour that makes some sense here, but is not indicated would be
to take the WAG through Galeton and on to Ansonia, where it interchanged
with the NYC line to Newberry Jct. and Gang Mills. I know the WAG
interchanged there after the abandonment of the Wellsville line in 72.
However, I don't know how the plant was laid out and what obstacles to a run
through arrangement would be present.  But, however, this is an interesting
thought.

Anyway, it also shows the Addison interchange as abandoned (actually, 'void'
and 'deleted' are used) in, I believe, 61.   And it the Addison route was
designed the way you indicated, this discussions pretty much a moot point.

Thanks for info.  I didn't know anything about the WAG's profile S and E of
Newfield Jct.  Now that's a thought!  Could (and I'm speaking say 50's and
earlier), the Erie have swung onto the NYC at Newfield (or maybe it was
Ulysses) and proceeded from there to Gang Mills?

Anyway, interesting info you brought to my attention.

Thanks

Chris



	

 -----Original Message-----
From: 	pat.moore_@_att.net [mailto:pat.moore@att.net] 
Sent:	Saturday, December 08, 2001 6:28 AM
To:	Chris Thurner
Cc:	erielack_@_lists.railfan.net
Subject:	Re: (erielack) EL detour map


Chris...

(stuff deleted)

> A few years ago, I found on George Elwood's site, the one for the Allegany
> Div. I was curious as how traffic would be detoured if a section of the EL
> main through my hometown of Wellsville was taken out of service.  As I
best
> recall the map was prepared in the late 50's or early 60's.
> 
> One route which I recall was illustrated was the use of the WAG (former
B&O,
> nee B&S) line from Wellsville south to Galeton PA and then north east to
> Addison, NY where it would rejoin the EL.  At best, I was only a couple of
> years old when this map was produced, so I can't comment on the condition
of
> the WAG at that particular time, but I do recall it from about 65 / 66 up
> until operations ceased in 72, that the roadbed was in terrible condition.
> I find it hard to see that the EL would have used it to detour the large
> through-freights and piggybacks, as it was really only suited to the short
> freights the WAG ran on it, and at greatly reduced speeds.
> 
You have got to be kidding me!!!  There is no way that would 
ever work!!!  The ruling grade up from Wellsville to Galeton
was something like 3% up to Cutler Summit, which often forced
the WAG to double the hill.  The line to Addison had 
switchbacks between there and Elkland, PA, which was one of
the reasons it was abandoned.

pat moore
elhs #1719

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End of ErieLack Digest V3 #404
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