Erie Lackawanna Historical Society Two New ELHS Exclusives


Erie and DL&W


Wreck Trains by Ron Dukarm Available through the


MAITLAND TOWER HO Erie Lackawanna Historical Society


Denver Union Station Renovation Maitland Tower Erie Crossing Shanty


The Maitland Tower kit builds into a model of the tower's initial configuration and can be modified to represent a number of other Erie west end towers. Maitland also broke up the block between Glen Echo and Cold Springs on the Dayton Branch and was used by the DT&I to issue trains orders. This served to extend the tower life more than anything else and remained in service well into the Conrail years. Crossing Shanty not included


Member price $5200


plus $8.95 s&h (US Funds Only)


Non-member price $6500


ERIE CROSSING SHANTY


This kit builds into a model representing crossing shanties located throughout the Erie west end.


This 100 page, five chapter spiral bound book includes 153 photos of Lackawanna, Erie, and EL wreck cranes and their associated equipment. Most of these photographs are being published for the first time. The book also includes 36 drawings and equipment charts. Ron thoroughly covers the complete roster of wrecking cranes, wreck trains, and wrecking procedures of all three railroads. Ron also provides the first ever explanation of Erie's mysterious Maintenance Of Way numbering system. Non-member price


Member price $1400


plus $8.95 s&h (US Funds Only)


Member price HO $5000


plus $8.95 s&h


Non-member price $1750


★ ★ STILL AVAILABLE ★ ★ DL&W Vestal, N.Y. Station


(US Funds Only)


Member price HO $5000 N


$1696


Member price $3800 (US Funds Only)


plus $8.95 s&h $8.95 s&h


Erie Lackawanna Historical Society Erie Steam Locomotive Diagram Book Book No. 2 (1944)


Books from


Erie Passenger Equipment Diagram Book Book No. 76, May 1952


DL&W Locomotive Classificaton Diagram Book Revised July 1st 1939


Erie Passenger Equipment Diagram Book Book No. 76, May 1952


$32.00 $24.00


$32.00 $24.00


DL&W Classification of Freight Equipment Corrected to May 1, 1952


Erie Lackawanna Passenger Equipment Diagram Book, Book No. 15, Issued Aug. 30, 1966.


Erie Lackawanna Freight Equipment Diagram Book, Book No. 78, Updated May 9, 1975


plus $8.95 s&h


(Book prices are non-member. Please allow 4-6 weeks delivery) (US Funds Only)


plus $8.95 s&h (US Funds Only) (Book prices are non-member. Please allow 4-6 weeks delivery)


www.erielackhs.org Dealer Inquiries Welcome


Order from: ELHS, Department RF Jay Held, 10-10 ELLIS AVE, FAIR LAWN, N.J. 07410 No phone calls will be accepted For information send SASE


N.J., PA & Ohio res. add sales tax. Outside US extra s&h.


ELHS membership at $35 per membership cycle. Cycle includes four issues of our magazine “The Diamond” and four newsletters with modeling


information. Separate check please. Send to: ELHS c/o Randy Dettmer, 290 W. Prospect St., Hudson, OH 44236


50 APRIL 2013 • RAILFAN.COM


Erie Lackawanna Freight Equipment Diagram Book, Book No. 78, Updated May 9, 1975


Erie Lackawanna Passenger Equipment Diagram Book, Book No. 15, Issued Aug. 30, 1966.


DL&W Classification of Freight Equipment Corrected to May 1, 1952


$30.00 $21.00


$30.00 $21.00


$32.00 $32.00 $32.00 $32.00 ★ ★ STILL AVAILABLE ★ ★


Erie Waldwick Interlocking Tower HO & N plus


US Funds Only N Books from


$1995


Non-member price HO $6500


$4800


Erie Lackawanna Historical Society Erie Steam Locomotive Diagram Book Book No. 2 (1944)


DL&W Locomotive Classificaton Diagram Book Revised July 1st 1939


UNION STATION IN DENVER is 132 years old and is undergoing a major renovation to meet the needs of the present and near fu- ture. It is, and will continue to be, a major transit hub for buses as well as light rail transit and long-distance Amtrak rail serv- ice. After the project is completed in 2016, up to 100,000 passengers a day are expected to use the station. The commuter rail station will have eight tracks; central city access to FasTracks light rail service will be located in the station. There will be an 1100-foot long underground bus transit facility, and the 16th Street Mall Shuttle will also call the station home. Denver is doing its best to meet the needs of the present and the future in its plans and investments. Thanks to Fe- lix Pasternack and Fred Cole for the infor- mation.


Streetcars in Tampa I have not been in Tampa, Fla., for many years, but my old friend Henry Ross visited there recently and took advantage of the op- portunity to ride the TECO Line streetcar system (www.tecolinestreetcar.org). He en- joyed the ride as a fine tourist experience and sent me information about the service. The cars used are genuine, historic Birney double-truck cars and new cars of the same design and appearance, built by Gomaco. The service starts at 12:20 p.m. Monday


Non-member price HO $6500


through Thursday with the last departure from Centennial Park Station at 10:00 p.m. Service on Friday and Saturday begins at 11:20 a.m. and runs until 1:30 a.m. On Sun- day, the cars begin to run at 12:20 p.m. and service ends at 8:20 p.m.


In an all too familiar political foofaw, the merger of the Pinellas Suncoast Transit Au- thority, which serves St. Petersburg, with the Hillsborough Area Regional Transit in Tampa is not moving ahead, perhaps be- cause of a fear of losing some political clout.


South Station Expansion For a number of years there has been con- versation in Boston about expanding the ca- pacity of South Station. The station opened in 1899 with 29 tracks to serve passengers. At present, South Station has only 13 tracks and it is clear that it lacks the capacity need- ed to handle current traffic in an expeditious manner or to meet expected future demand. Today, trains must wait outside the station for a clear track in order to load or unload passengers. In the future, it is expected that Amtrak will expand service in the Northeast Corridor and there are plans for increased commuter rail service that will also demand more capacity.


est


Governor Deval Patrick has strong inter- in


transportation infrastructure and


South Station expansion is high on his list of necessary capital improvements. The expan- sion plan would add at least seven tracks to the station which will require moving the U.S. Postal Service facility. Cutback in sta- tion size and capacity began in a big way in the 1960s when the New Haven Railroad went bankrupt and the station was sold to


the Boston Redevelopment Authority, which then sold part of the property to the Postal Service. With expansion of the station, train service to Worcester, Fall River, New Bedford and Cape Cod will be possible. Also in the gloaming may be Amtrak serv- ice on 30 minute headways to Providence, New Haven and New York City. Such service upgrades and expansion are no longer a pipe dream. Thanks to Vin Webster and Bill Denslow for the information.


Metro-North Access to Penn Station The new Long Island Rail Road access to Grand Central Terminal will be a boon to Long Island commuters who work on the east side of Manhattan and currently have to backtrack from Penn Station. On the oth- re hand, Metro-North passengers now end up at Grand Central and have a sometimes difficult task getting to jobs on the west side. Metro-North has proposed developing ac- cess to Penn Station by means of the exist- ing West Side Access, currently used by Am- trak’s Empire Service to Albany and beyond; to implement the idea would be relatively modest in cost. On the way to Penn Station from the Metro-North New Haven Line there would, perhaps, be additional stations at Morris Park, Parkchester, and Hunts Point. Co-Op City might be another stop. This service expansion is not a sure thing, but it is an interesting idea that could be im- plemented fairly quickly. By the way, the West Side Access has a junction with the Metro-North Hudson Line near Spuyten Duyvil. Many thanks to Jon Goodman and Bill Holman for the news.


Chicago Rapid Transit Car Order Rail equipment has a long life, but eventual- ly it must be replaced. As 2013 gets under way, the Chicago Transit Authority is in the process of putting the new 5000 series cars into service. Bombardier is supplying the 5000 series cars and 190 of these cars are now in revenue service; a grand total of 706 5000 series cars have been ordered. Even so, the CTA has about 1000 vintage rapid tran- sit cars that are in line to be replaced in the near future.


If all the older cars are replaced by new 7000-series cars, it would mean getting rid of four hundred 2600 series cars that were placed into service between 1981 and 1987. The 3200 series cars were introduced in the early 1990s and are not getting younger. All told, the CTA is inviting bids for 846 rapid


PLEASE SEND light rail, tran- sit and commuter rail news items and correspondence di- rectly to Prof. George M. Smerk, Emeritus Suite, Kelley School of Business, 1309 East Tenth Street, Bloomington, IN 47405-1701.


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