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Re: (erielack) Akron Questions (2)



Jim,
You wrote:
"The old Erie passenger station was on the northwest side of the Market St. 
bridge.  When was it demolished?"

The Erie/EL station was demolished sometime in the early- to mid-1990's to 
make way for the bank building that is there today...

Rich Behrendt
ELHS #384

- ----- Original Message ----- 
From: "James Kelling" <james.kelling_@_nara.gov>
To: <erielack_@_lists.elhts.org>; "Mike Spinelli" <idrsspin@yahoo.com>
Sent: Tuesday, February 20, 2007 10:26 AM
Subject: Re: (erielack) Akron Questions


> 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 <idrsspin_@_yahoo.com> 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 <doctorpb_@_bellsouth.net> 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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