Railfan.net Home Railfan Photos ABPR Archives Staff Safari Photos Railfan Links

Railfan.net Forums Railfan.net Forums Railfan.net Forums
Welcome, Guest. Please Sign In or Register. Apr 19th, 2018, 9:20pm
Categories •  FastIndex •  LongIndex •  Help •  Search •  Members  •  Sign In •  Register


LVRR Freight Service Facilities
   Railfan.net Web Forums
   Fallen Flags
   Lehigh Valley
(Moderators: Flemington Flyer, pontiac59, Charlie Ricker, LehighValley107)
   LVRR Freight Service Facilities
« Previous topic | Next topic »
Pages: 1  ReplyReply     EMail TopicEMail Topic   PrintPrint
   Author  Topic: LVRR Freight Service Facilities  (Read 174 times)
Alcoman
Historian
View Profile   WWW  

Posts: 773
LVRR Freight Service Facilities
 
« on: Jun 10th, 2002, 11:59am »
Quick-Jump   Reply w/Quote   Modify

From: BlackDiamondExpress@yahoogroups.com
To: BlackDiamondExpress@yahoogroups.com
Subject: [BlackDiamondExpress] File - LVRR Freight Service Facilities
 
 
For its freight service, which was the bread and butter of
the Lehigh Valley Railroad as with any railroad, the Lehigh
Valley Railroad maintained freight classification yards and
LCL transfer facilities at strategic points along the main
line. Major freigh switching yards were located at Buffalo-
Tifft St., Suspension Bridge, Manchester,Sayre, Bethelehem,
Coxton, and Oak Island, NJ. Of these, only the Oak Island
Yard is still in service. In addition to these and other
freight switching yards, the Lehigh Valley also maintained
freight houses at many stations, which handled the LCL part
of the railroad's freight business. These were located ad-
jacent to the passenger stations in the towns served by the
railroad. Manchester,NY, besides being a major yard on the
main line also had a large LCL freight transfer facility,
where less than carload freight was transferred from one box
car to another according to destination. Once loaded, these
package cars would be switched into the appropriate train for
their destination. As a result, a fully loaded box car would
be hauling individual shipments for many different receivers
in the same destination city. The LCL part of the Valley's
freight business functioned much like the parcel delivery
system of UPS does today. When the Lehigh Valley Railroad got
out of the passenger business in 1961, the LCL business went
at about   the same time. Of the freight services provided
by the Lehigh Valley Railroad to its customers, this was the
most expensive type of freight service and the least profitable.
Due to the worsening finances of the railroad since 1956, this
clearly had to go and so it did, freeing the railroad to concen-
trate on its carload business, which soon got Piggyback trailer
service to take the place of LCL service. Thus, trailers riding
on railroad flatcars performed the functions that the package box-
cars once did. In early 1970, the Lehigh Valley established a
pair of dedicated piggyback trains to expedite its piggyback
service. Known as Apollos 1 and 2, these trains operated at near
to passenger train speed and were to the freight service, what the
likes of The Black Diamond had been to passengers. The two trains
operated through to and from Chicago in conjunction with the
Norfolk and Western Railway, on which the LV power often ran through
to and from Chicago. This helped beef up the freight service of
the Lehigh Valley Railroad, which still operated a fair number of
main and branch line locals to feed the east-west fleet. It all came to
an end when Conrail took over on April 1,1976. Delaware & Hudson got the
Apollo and Mercury trains, along with the GP28-2s and Alco C420s.


Logged

TRAINS is what we are here for!
Pages: 1  ReplyReply     EMail TopicEMail Topic   PrintPrint

« Previous topic | Next topic »