Local Power A RDG Baldwin AS-16 drifts under the signal bridge at Tamaqua. The bridge — a signature downtown feature on the railroad — guards the entrance into Tam- aqua Yard.
train rolled past Mintzers Siding, now used as a storage track for a string of loaded hopper cars. With speed holding steady
at 14 miles per hour, the train passed by East Mahanoy Junc- tion and the important connec- tion to the Catawissa branch. The single-tracked Catawissa branch’s easier grades became the preferred routing for most traffic to and from the Newberry Junction gateway. The operator at UG tower gave us a friendly wave as PN-7 continued through the junction and farther west into hard coal country. A short while later, Mahanoy Tunnel — the lon- gest of the Reading’s eight tun- nels — loomed into view. Its con- crete portal is mostly hidden by ventilation structures needed to exhaust the 3,409-foot bore after the passage of any steam-pow- ered trains. Ahead of the tunnel entrance was BF office, along with the Reading’s Tamanend branch, which veered off to Haucks, Penn- sylvania, and an important inter- change with the Jersey Central railroad. PN-7 entered the tunnel as it crested the ruling grade at 12 miles per hour.
Several minutes later, the train
was back in daylight and started rolling downgrade through the commercial and mining commu- nity of Mahanoy City. A short time later, we stopped at the large coal yard at St. Nicholas and picked up a block of processed coal hop- pers, filling out the train to maxi- mum tonnage. A few miles west, the train eased by MN office and the connection to the Frackville branch. Arriving at Gordon, PN-7 passed a waiting T-1 steam helper engine that coupled on the rear and shoved the train six miles up to Locust Summit. The crew set out our block of empty hoppers for the yard crew to add them to the several mine runs originating here. Although Gordon Yard is small, the engine servicing area was impressive with a large brick engine house and massive coal- ing tower. Several other 4-8-4 class T-1 locomotives were quietly steaming near the engine house. Within a few minutes, our train received clearance and began to tackle a 1.6 percent grade, which soon stiffened to 2.6 percent. Our speed was little more than a walk- ing pace, as the T-1 helper put on
quite a show to help boost 47 cars up the extreme grade. All too soon, PN-7 had won its
battle with gravity. Our helper cut away in front of SU office, as the train slowed to stop at the west end of Locust Summit Yard. It was impossible to miss the mam- moth breaker building and asso- ciated mining structures north of the yard. Backing into the coal yard, we picked up another block of loaded westbound anthracite laden hoppers. Departing Locust Summit, we headed downgrade into Shamokin, passing by Mount Carmel Junction and the Alas- ka colliery. Continuing down the 1.4 percent grade, PN-7 passed a mine run switching cars at the Henry Clay colliery near Excelsior. Years of coal mining refuse or
culm piles lined the right-of-way as we entered Shamokin Yard, rolling past the North Line Coal Company and Buck Ridge Coal. After picking up more westbound coal hoppers, I left the cab and bade farewell to the crew. PN-7 wasted no time as it left town and the mountain grades behind on its final dash to Newberry Junction.
AUGUST 2015 59
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