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Re: (erielack) Piggyback interchange with the D&H?

  Paul B...

Interesting.  I was not aware that all loaded piggybacks would make it through the tunnel at Belden Hill on the D&H.  I thought maybe only the "low deck" piggyback flats would fit through.  Did the EL and D&H have much of a piggyback interchange?  I've often wondered why the EL didn't try to get some sort of piggyback service going to New England via D&H and B&M.  Any insight would be appreciated.

- -pat moore

- -------------- Original message ----------------------
From: "Paul Brezicki" <doctorpb_@_bellsouth.net>
>
> A bulletin was released by J H Kithcart, Sup't Scranton Div'n, on 10-3-1974. 
> It begins as follows:
> 
> "Effective Oct 8, 1974 ACX-99 will run via Scranton Division and pick up UPS 
> traffic at Scranton. Arrangements have been made with MofW to keep tunnel 
> open until 0830 hrs so as to get this train through same. ATSF-100 will also 
> operate starting this date via Scranton Division. The tunnel should be 
> opened in the near future."
> 
> The UPS traffic referred to originated at Allentown and possibly Baltimore. 
> New England UPS trailers did not shift from the Port Jervis ramp until 8-75. 
> The tunnel could accomodate tall trailers on standard height flats (17'0") 
> prior to the collapse. The singling under the crown was done to accomodate 
> loaded trilevels (18'4") and hy-cube boxcars; these were also up to 17'0" 
> tall but were 2' wider than a trailer so required extra clearance at the 
> top. This is also why hy-cubes to and from the Ford plant at Green Island NY 
> on D&H were routed via Jeff Jct while trailers could get through Belden 
> tunnel.
> 
> Paul B
> 
> Matt
> 
> I didn't see a response to your question from any one else, so let me state
> a few known facts via the EL digest, and Tri States, publication the  Block
> Line.
> 
> The 3600 foot long tunnel collapsed on July 18, 1974.   The  tunnel was open
> for limited use Aug 5, but continued repairs went on till Oct  5.   On Oct 8
> the Superintendent toured the sight.  Because of  extensive  uncompleted
> clearance work east of Dover the immediate rerouting  of most freight back 
> to the
> Scranton side was put on hold.  Published  reports indicate that the tunnel 
> was
> single tracked for clearance purposes  immediately after the collapse.
> 
> Bob Bahrs
> 
> 
> 
> 
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