I must be missing something.. Northumberland RH is near Sunbury.

But it would still be cool if a engine that worked in Scranton was around.

In order to get to Northumberlandon from any othe point on the DL&W, you would have to go thru a large metropolitan area that now hosts a National Park, I believe that is the point Wayne was trying to make.

Thanks, Mike. I should have ben more precise in my post above. The DL&W had a branch line that extended from Scranton to Northumberland known as the Bloomsburg Branch. Since the line ran along the north bank of the Susquehanna River for much of its length, small locomotives like 565 and 592 were well-suited for passenger service there after main line trains became too large and heavy. In fact, I've seen numerous photos by Weaver and others of engines of both classes in service on the Bloom through the 1930s. In later years, 1100-class Pacifics were used on the passenger trains, which lasted until about 1950. Remaining portions of the Bloom are operated today by Candian Pacific, Luzerne & Susquehanna and North Shore railroads.

How could CNJ 592, the 592 I was referring to, have gotten to Norry?

Weird!

Joshua

Hi,

Two notes. The PRR had a considerably "twistier" route from the south to WB than the CNJ did, but even at that photographic evidence shows the PRR regularly assigned Pacifics to the WB trains. I am sure you did see an H9 in a pic, but the K's were common.

As for CNJ #592 ever getting to Scranton, there were no limitng factors to stop the P-class from being assigned to any run other than "The Williamsporter", as none of them (so published research shows) were modified to fit through the Hauto tunnel on the LNE. All did have composite ATC to run on any lines in NJ, BTW, according to Fischer. Does that mean that anyone tried to get an Atlantic to haul tonnage over Penobscot? Who knows, but it could have happened.

What is known is that the CNJ operated in Scranton, but not Baltimore. ;-)

Rob

About 18 years ago (can it be that long?) I got a local automotive paint dealer to apply Imron to Charlotte Trolley car 85. The job was done in the now demolished bus barn, the painters did use a lot of environmental protection, but we had no oven in which to bake the result.

The car has been in service for many years, until recently when the entire line was shut down for heavy track work. The original paint has withstood the rigors of operating service very well.

I like Imron, but don't use it myself, due to the necessity for dealing with really nasty chemistry. I'd hire the pros to put it on anything I had the budget to back it up with, if longevity was important.

I have also achieved good results with other automotive paints, both PPG and DuPont, and with industrial paints ranging from Benjamin Moore to PPG water based industrial enamel. I don't expect they will last as long as Imron, however.

If you really want your paint job to last, secure it under a roof.

dave

This is another example of a thread getting out of hand. All I did was post a link to a photo of a 4-8-4 whose paint job had deteriorated again, just a few years after being redone, and stated that it would be much better off under cover, preferably in an enclosed structure. Not to mention all the damage rust has done to the boiler, with soggy asbestos under the jacket. The jacket should be removed, of course, but saved for reuse and/or as patterns for a new one, with some sort of spacers (various options here) under it for the proper contour and shape. Kept inside, you only have to repaint an engine once - look at BLW 60000 in Philadelphia, which still has much of its 1933 paint intact, if a bit crinkled.

Oops. My bad. I was thinking about 952, the DL&W 4-4-0 at St. Louis, not 592, the CNJ 4-4-2 at Baltimore. Please excuse my confusion.