The P&WV Hi-Line

[Dave Stanton]

I have a few questions about the way the railroad was operated after October 1964. I grew up in Castle Shannon across the valley from Childs Equipment in the 60's early 70's. My memories are of N&W and Western Maryland locomotives on the trains. Was it a common practice that WM power changed at Rook before heading west again to Brewster? Also at anytime over the P&WV, when a train for interchange with the P&LE in Pittsburgh left Rook, I believe it went to West Liberty yard. Was the switch for trains to head to Pittsburgh located at the west end or the east end of West Liberty yard? I am guessing when a train for Pittsburgh left Rook, the locomotives were leading the train. Once at West Liberty did the train get shoved down the branch to Pittsburgh or did the locomotive change ends in the yard? Thanks for any info. Planning for my dream model railroad, now that I retired.

[Longview Station]

Dave;

Most of the "run-through" trains kept their power on all the way to Brewster. Often WM power going west to Brewster returned East the very next day.

Crews going to the P&LE often pulled in West Liberty siding, ran around their train then pulled down the West End branch. N&W crews were able (after calling Pittsburgh) obtain permsission to use P&LE's #2 main for head room to deliver their train. For a time in the 1980's the NS was delivering big trains to the P&LE in upwards of 100 cars. The N&W would talk to the P&LE about making the delivery so the P&LE would meet them at Pittsburgh-West End. N&W crews would shove their train over to West Liberty from Rook then head down the branch. The N&W Rook Yardmaster would often drive the company van to the interchange to telephone Pittsburgh to either help with the set off or co-ordinate with the P&LE that they were coming.

[Dave Stanton]

Gene, Thank you very much, again.