Re: (erielack) Akron Questions

[Mike Spinelli <idrsspin_@_yahoo.com>]

Neither passengerstation is still standing. There are no structures remaining in the subway, since I started railfanning in 1983. The "new" passenger station was raised a few years ago to make way for a bank.
   
  Mike

James Kelling <james.kelling_@_nara.gov> wrote:
  Are the EL signals pictured of pre-merger Erie design, or did EL develop
it own design? The two signals to the right are B&O, of course.

The old Erie passenger station was on the northwest side of the Market
St. bridge. When was it demolished? The brick driveway leading down to
it is still there today and the ROW is a mess of trash.

Jim K.

>>> Mike Spinelli 2/17/2007 5:02 PM >>>
If I get a chance in the morning, I'll go down and take a look.But
IIRC, the EB main still sits higher than the WB. I never found out why.

Mike Spinelli


Paul Brezicki wrote:

List,

http://www.railpictures.net/viewphoto.php?id=33185 

http://www.railpictures.net/viewphoto.php?id=54104 

Here's a couple of Akron questions, I'm hoping Steve Timko in
particular can help. Steve Twarogowski kindly sent along some Akron
materials. Here are links to two photos taken in 12/75 looking west from
the Market St bridge in Akron (location of JO tower which is to the left
of the photographer). One is EL train NY-100; the train on the parallel
Chessie/PC line is probably a Trailer Jet. Note the derails on both
westbound mains, EL's with a guardrail and Chessie's without. Presumably
these protect the movable-point crossing (obviously Erie was here
first!) and presumably there are also derails on the eastbound tracks. I
don't think I've previously seen derails on such busy mainlines, and I
wonder if they were installed after the fatal near head-on collision of
B&O and EL freights at Sterling OH in January 1965. This crossing was
about 25 miles to the west and had an almost identical configuration.
IIRC the accident occurred one night when the B&O crew fell asleep and
ran th!
e red signal. Presumably at that time the Sterling crossing was not
protected by derails, so the wreck would have been prevented or at least
mitigated. It appears the Chessie derail would keep a wayward train away
from the crossing as well as from the EB main, but the guardrail on the
EL derail would keep the train aimed squarely at the crossing, which
raises the question, what was the speed limit approaching the crossing?
The third crossing of Erie/B&O mains was at Kent, but was an Erie
overpass.

The second question involves clearances through downtown Akron. The
second highway overpass east of Market St was Perkins Ave, which in Erie
years had a 17'9" restriction on the EB track only. This clearance
permits TOFC and loaded bilevels, which have a maximum height of 17'.
However loaded trilevels (in the non-fully-enclosed years) were in the
18'6" range. It appears the bulk of loaded trilevels on EL were WB Fords
from Mahwah. Was the EB track undercut at Perkins Ave after 1960 to
accomodate loaded trilevels, or did EB trains with these cars use the WB
main through here? If the latter, was there an occasion where EL
inadvertantly created convertibles as happened once in Binghamton? Fully
enclosed racks first appeared in 1975, but I've never seen a photo of
these on EL.

Paul B 



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