CincySouthernRwy
Trainz Jedi
I lived in Hazleton for about a year between 2007 and 2008. I was able to do some driving around and locate where CNJ's Ashley engine terminal was located. Also visited Steamtown twice and Jim Thorpe several times with my kids. It's a neat place. We love the F3's in CNJ's blue and tangerine.
While you included Wilkes-Barre & Eastern, you left out New York Susquehanna & Western, who owned some mine trackage operated by subsidiary Susquehanna Connecting.
My Susquehanna Project (NYS&W) so far has track laid as far as Stroudburg, PA (Version 4). Plans for Version 5 are to cover the line as it was from 1893-1939 with the Wilkes-Barre & Eastern running up the mountain and down into Wilkes-Barre, plus the Susquehanna Connecting operating the various mine spurs in Scranton and Wilkes-Barre.
I was going to include enough of the other railroads to give the impression that there was competition, but I had no intention of including entire lines, yards, etc. I think it would weigh down the hardware too much to be operable.
The CNJ line between Phillipsburg, NJ and Wilkes-Barre, PA was actually owned by Lehigh Coal & Navigation (who also owned Lehigh & New England), called the Lehigh & Susquehanna. It was leased in 1871 to CNJ until 1972; aside from 1883-1888 when it went to the Reading. In 1972, CNJ pulled out of Pennsylvania and handed L&S over to Lehigh Valley. Today the remnants are operated by Reading & Northern.
The L&S Scranton freight house looks like a fancy passenger station and is still standing within sight of Steamtown. The passenger station was a dilapidated little building that is probably gone now. Hard to believe you could walk through a tiny gravel parking lot and board a train for Jersey City.
In steam days, CNJ operated big-boilered camelback 2-8-0's and 4-8-0's and some of their biggest USRA-derived Heavy Mikes. Several engines, even 4-6-0C's, had cabs modified to fit through Hauto Tunnel on the L&NE for an interchange coal train between the two. I think a passenger train also traveled the route as the G-4s Pacifics arrived from the builder in 1930 with their cabs already modified. Dieselization saw EMD switchers and road sets of F3's and Alco road switchers. I think this line was why CNJ purchased SD35's and received SD40's from B&O in the 1960's instead of GP's.
See here for photos and maps.
While you included Wilkes-Barre & Eastern, you left out New York Susquehanna & Western, who owned some mine trackage operated by subsidiary Susquehanna Connecting.
My Susquehanna Project (NYS&W) so far has track laid as far as Stroudburg, PA (Version 4). Plans for Version 5 are to cover the line as it was from 1893-1939 with the Wilkes-Barre & Eastern running up the mountain and down into Wilkes-Barre, plus the Susquehanna Connecting operating the various mine spurs in Scranton and Wilkes-Barre.
I was going to include enough of the other railroads to give the impression that there was competition, but I had no intention of including entire lines, yards, etc. I think it would weigh down the hardware too much to be operable.
The CNJ line between Phillipsburg, NJ and Wilkes-Barre, PA was actually owned by Lehigh Coal & Navigation (who also owned Lehigh & New England), called the Lehigh & Susquehanna. It was leased in 1871 to CNJ until 1972; aside from 1883-1888 when it went to the Reading. In 1972, CNJ pulled out of Pennsylvania and handed L&S over to Lehigh Valley. Today the remnants are operated by Reading & Northern.
The L&S Scranton freight house looks like a fancy passenger station and is still standing within sight of Steamtown. The passenger station was a dilapidated little building that is probably gone now. Hard to believe you could walk through a tiny gravel parking lot and board a train for Jersey City.
In steam days, CNJ operated big-boilered camelback 2-8-0's and 4-8-0's and some of their biggest USRA-derived Heavy Mikes. Several engines, even 4-6-0C's, had cabs modified to fit through Hauto Tunnel on the L&NE for an interchange coal train between the two. I think a passenger train also traveled the route as the G-4s Pacifics arrived from the builder in 1930 with their cabs already modified. Dieselization saw EMD switchers and road sets of F3's and Alco road switchers. I think this line was why CNJ purchased SD35's and received SD40's from B&O in the 1960's instead of GP's.
See here for photos and maps.
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Of course, someone else may yet produce one before I get to. That remains to be seen. Somewhere on here, I believe in my "Susquehanna Project" thread, I listed several camels that I particularly like. I would look for something like those to be first available if and when that day ever arrives AND provided I can find decent drawings to build from (hint, hint).