While these videos are not my property, their owners, Bob Hartle and Greg Hoover gave me permission to edit in the location subtitles and upload to my YouTube channel to share. Since my last post, I "mashed" all of the videos of #39 being picked up by the Buffalo and Pittsburgh RR into one video and cut the extra dead space out (20 minutes long):Īlso, here are some goodies from better times of the Knox and Kane. pulled up camp a few months ago in the area of the Crown Siding. Here is the "GCK 39" taking her first revived breathes of diesel:Īnd is my YouTube channel with a few of the videos from the BPRR picking her up in Kane, and the rest of them at : I have a cell pic that Gerald pixed me of #39 going past the State Line marker on CSX, and I documented the Buffalo and Pittsburgh RR picking it up in Kane a week or so before. Haven't seen or heard of any progress reports on it. I believe that VALE is almost complete with restoration of the Mike, but I haven't heard much on the 2-8-0 other than it was at the Western Maryland Scenic for restoration. The Mike went to the Valley RR in CT, and the Baldwin went to the Everette RR in Hollidaysburg. I'm not aware of any vandalism after it made it to Maryland. The last coal shipper on the line, Zacheryl Coal, went bankrupt not too many years after the K&K acquired the line, which materially reduced shipping over the line, and thus reduced income.Georges Creek won the Geep at the 10/2008 liquidation auction after it was burnt in the Kane engine house arson fire along with the Mikado, the Baldwin 2-8-0, and the D&H "President's Car". A conductor's report from one northbound freight train (Foxburg to Kane) in the early 1960s showed in excess of fifty loads of coal shipped north out of Lucinda, most of it bound for ports on the Great Lakes. During the 1940s, 1950s and early 1960s, under B&O ownership, coal loadings from this area were quite extensive. Clarion's town fathers declined this honor, so the railroad cut back service to the west side of the river, which was eventually abandoned as well.Īt one time, the K&K derived some revenue from shipping out car loadings of coal from what had once been an extensive coal mining complex in and around the village of Lucinda, a few miles north of North Clarion Junction. The bridge over the Clarion River needed replacement and the railroad requested that the town help with funding the project. This branch was discontinued at around the time the B&O purchased the P&W. This ended the use of the Shippenville interchange.Īfter the Knox segment was embargoed, the southern terminus became what was known as North Clarion Junction, where there was a fibreboard plant and a wye, the tail track of which had been the P&W's line across to the east side of the Clarion River to the borough of Clarion (county seat of Clarion County). Operations in to Knox, which had been the original southern terminus of the K&K, were discontinued around the time the only real customer in Knox, the Knox glass bottle company, ceased operations. The B&O and NYC crossed each other not too far west of Shippenville for many years, but there had never been provision for interchange between the two roads. To ease this situation, a connection with the Conrail (originally the New York Central Railroad) line through Shippenville was put in place. When the segment of the B&O from Foxburg to Knox was taken out of service, shipping raw materials, mostly glassmaking sand, to Knox Glass became difficult. This line was a part of the old Pittsburgh and Western Railroad, originally a 3 ft (914 mm) narrow-gauge line created in the latter third of the 19th century from a merging of various earlier narrow-gauge lines. The track and right of way was bought from the Baltimore and Ohio Railroad in 1982 when the B&O discontinued operations on the old Northern Subdivision between Foxburg and Kane.
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