Shenware's Waybills is used to generate multi-move waybills. Waybills contain the information that you would expect: the shipper, the destination, and the contents (which may be "Empty for Loading"). They may also contain special instructions, such as icing a reefer prior to delivery.

Inbound Traffic

Inbound traffic will arrive to Lewistown Junction yard by way of Altoona, Enola, or Northumberland. Cars will carry loads except for any empty cars previously requested by the Yardmaster.

Under the supervision of the Yardmaster, cars will be classified by destination routes. The title bar of the waybill is color coded for the convenience of the Yardmaster. The color is an indicator of the destination of the shipment, making classification easier. The waybill may also include specific routing information.

Waybill Color Codes for Destinations:
Route East (Enola)
Route East (Northumberland)
Route West (Altoona)
 Newport Turn (LE)  
 Mount Union Turn (LW) 
  Lewistown Junction (XA) 
 Lewistown Secondary (LN) 
Lewistown Secondary
Furnace Branch Siding (LNFB)
 Milroy Secondary (39) 
Milroy Secondary
Stone Turn (ST11)
Milroy Secondary
Steel Turn (SS05)


A local crew will take all cars for a specific route out for delivery and follow the instructions on the Local Switching page.

Outbound Traffic

Outbound traffic will be initiated by a waybill (not in a car card) arriving to the Freight Agent requesting a car "Empty for Loading".

IMG 2068

The Freight Agent works with the Yardmaster to assign the waybill to a car (via car card). Empty cars should be chosen in this order: foreign road cars in the same general direction as the shipment's destination, then home road cars. If not utilized for outbound shipments, foreign road cars should be sent home empty after a reasonable time to minimize "per diem" fees.

If a car is not available, the waybill is held until such time as a car is available. The Yardmaster can order empty cars from Altoona or Enola to maintain a supply on hand.

Once assigned, the car will be classified accordingly and sent out on the next local and delivered for loading. It will later be picked up and forwarded to its intended destination. It will then be routed through Altoona, Enola, or Northumberand.

Less Than Carload (LCL) Traffic

An exception is made for LCL traffic, which is handled differently than car load traffic. Jeff Wilson's book, "Express, Mail & Merchandise Service" (Kalmbach), is an excellent read on the subject. Some excerpts follow. As specific prototype information is lacking for Lewistown, what follow are the LCL practices that have been established for the PRR Middle Division in HO Scale.

"Railroads handled a significant amount of packages, crates, and other shipments that didn't take up an entire boxcar. This is most commonly referred to as less-than-carload (LCL) traffic, and is also known as merchandise, package, and break-bulk freight."

"To efficiently handle merchandise traffic, railroads used a system of local depots, small-city freight houses, and huge freight terminals and transfer houses."

"Individual boxes, crates, and packages are collected at small depots, local freight stations, or large terminals. They are shipped to the closes large freight house and offloaded. There, shipments are combined for common destinations, reloaded in boxcars, and routed to large transfer stations near their destinations."

"There, the process goes in reverse, as packages are unloaded, sorted, and reloaded for their final destinations, eventually arriving at a local freight station or depot, where shipments would be loaded on trucks for final delivery."

Wilson also discusses the roles of various cars used in LCL service...

"A package or merchandise car usually refers to cars being handled on-line -- among freight houses, transfer stations, or combination depots on the host railroad."

Scheduled LCL exchange service (merchandise cars) is established between Lewistown and Altoona, Harrisburg, Northumberland, Newport, Mifflin, and Burnham. Multiple cars may be assigned to protect each schedule, as needed.

IMG 2069

"A peddler or waycar were used to distrinute LCL to multiple stations along a route. They would be loaded at a larger freight house or transfter station. Peddler cars served stations too small to warrant receiving their own LCL car. The local may pause at a station for the peddler car to be unloaded; if the train had other work to do in town, the local would set out the peddler car at the depot until it was ready to depart and then pick it up."

The Newport Turn, Mount Union Turn, Milroy Turn, and trains S-70/S-71 each carry "peddler" LCL cars and pickup/deliver LCL traffic en route. These cars are all be routed to the downtown Lewistown freight station for shipment sorting. The process runs in reverse as well.

IMG 2070

 "A trap car was a car loaded with LCL items by a shipper on a rail siding at its own factory or warehouse. The shipper would load the entire car (or multiple cars), but the items were all individual shipments heading to multiple customers. The railroad would pick up this car and bring it to a nearby freight terminal, where it would be unloaded and the individual parcels sorted to their ultimate destinations."

Dedicated LCL cars (trap cars) are provided to Standard Steel Co. (Burnham). These cars are all be routed to the downtown Lewistown freight station for shipment sorting. The process runs in reverse as well.

IMG 2071

LCL Waybills

LCL waybills look much like regular waybills. However, they only have one cycle, from shipper to receiver. The header is color coded like regular waybills, but reads "LCL WAYBILL". LCL waybills are also a half inch shorter than regular waybills.

Below is shown the box car assigned to Burnham for regular Merchandise LCL service. At right are three waybills for shipments destined for offline customers in Burnham. When this car is loaded at the downtown Lewistown freight station, the LCL Waybills are placed into the car card for the Merchandise car.

IMG 2072

When a location has an assigned Merchandise car, all of its LCL waybills are inserted into the Merchandise car's car card. The approprite local will deliver the car to the destination (Burnham in this case). Between sessions the LCL waybills will be removed and outbound LCL waybills inserted. The car card will then be moved to the Outbound pocket for pickup and the return trip. The process repeats.

IMG 2073

For locations that do not have a dedicated Merchandise LCL car (most), outbound LCL waybills will be placed in the Outbound bin. When a local comes by with a Peddler LCL car, it will pick up the outbound LCL waybills and place them in the car's car card. The local may also be dropping off inbound LCL traffic and would put the inbound LCL waybills into the Inbound bin. The Peddler LCL car routes through the downtown Lewistown freight station for sorting, with the various shipments being moved to cars appropriate for each shipment's routing.

IMG 2074

Control Panels

At each local switching location there is a fascia control panel with a diagram of the local trackage. Industries are labeled alongside their corresponding sidings. 

The current route of switch is indicated by an LED on the closed route of the switch on the diagram. "Touch" the LED and the switch will throw and the LED will change color. A green indicates the switch is normal; red indicates thrown. (Unfortunately, the LED colors do not photograph well.)

IMG 2042

Locations with only a switch or two may have recessed "cup" toggle LED's in lieu of a control panel:

IMG 2038

Crews shall always return switches to their normal positions prior to leaving the area.

Sort Rails

At each local switching location there is a sort rail upon which crews may sort car cards/waybills and plan their switching moves.

sort rail

Car Card Boxes

At each local switching location there is a car card box with three slots -- labeled Inbound, Load/Unload, and Outbound. A PRR Keystone emblem contains the designation of the switching location from the CT1000: List of Reportable Locations.

Switch crews shall place into the Inbound slot the cards for cars that they have delivered to the destination customer indicated on the waybill.

Cars for delivery may include a dedicated less-than-carload car for delivery to a local freight station or public delivery track -- treat it as above. If there is not a dedicated LCL car for the location and the train is carrying a "roaming" LCL car, check its LCL waybills for any deliveries for the location. If there are deliveries, there will be an unloading time indicated on the waybill; that dwell time should be simulated. The LCL waybill should be removed from the car card and be placed in the Inbound box; the car card and other LCL waybills stay with the train.

Between shifts, the Freight Agent will move car cards from the Inbound slot to the Load/Unload slot where they will remain while the car is loaded/unloaded. The Freight Agent will also move car cards from the Load/Unload slot to the Outbound slot once they are fully loaded/unloaded and are ready for pickup.

Switch crews shall pickup cars whose cards are in the Outbound slot and shall add the cards to their train packet. 

Cars for pickup may include a dedicated less-than-carload car from a freight station -- treat it as above. If there is not a dedicated LCL car for the location and the train is carrying a "roaming" LCL car, check for LCL waybills in the Outbound box. If there are outbounds, there will be a loading time indicated on the waybill; that dwell time should be simulated. The LCL waybill should be added to the car card with other LCL waybills and stay with the train.

If the number of pickups exceeds the limit for the train, the priority of pickup shall be loaded cars (perishables first), foreign road empty cars, then home road empty cars.

IMG 2058

Throttle Holders

Velcro throttle holders are located at many places on the fascia, typically with throttle jacks: 

IMG 2039

Drink Holders

Please do not place drinks on the surface of the model railroad. Fold up holders are available on the fascia:

IMG 2040

THE PENNSYLVANIA RAILROAD
MIDDLE DIVISION
43rd SUB-DIVISION

EMPLOYEE ORIENTATION

FOR OPERATIONS ON
JERRY BRITTON'S
PRR MIDDLE DIVISION IN HO SCALE

EFFECTIVE January 16, 2021

Welcome

Welcome to the Pennsylvania Railroad's Middle Division!

Congratulations on signing on; we wish you the best during your tenure as an operator on the line.

01598 mAfter an eight year stint in N scale, I decided to return to HO scale in early 2008. For the next two years, I considered various locales to model.

I initially focused on the Cumberland Valley Branch. It’s actually only a few miles from my lifelong home, so I’ve had a decent amount of exposure to it. I pondered modeling the east end of Enola as the yard and engine facility. However, it lacked in scenery and was very light on passenger traffic.

I eventually decided upon the Milroy Branch. I had been fascinated with the Milroy line from an early age. I frequented Penn State football games with my family and the trip to those games passed over the line several times. It had very unique white ballast, compared to the gray ballast typical on Pennsylvania railroads. In my early research, I learned that this fairly short line boasted a ton of traffic during the 1950s. A Bethlehem Steel-owned quarry ran dedicated trains of limestone from a quarry to their steel mills in Johnstown. Standard Steel in Burnham exchanged 30 or so cars a day. And the American Viscose (rayon) plant in Lewistown was busy enough to be shifted twice a day. Lewistown had classification yard at its junction with the main line, as well as a downtown yard for shifting the many inbounds and outbounds from the immediate area. The striking mountain passes and trout streams along the line offered much potential for scenery.

Givens & Druthers:

Scale: HO.
Gauge: Standard.
Era: Early fall, early 1950s.
Region: Central Pennsylvania.
Prototype: Pennsylvania Railroad plus freelance Pennsylvania Midland.
Space: Approx. 32′ by 32′ overall, with obstacles.
Governing Rolling Stock: 85′ passenger cars on main line; 50′ cars on secondary lines.
Operating Priorities: • Branch line operations with a meaningful level of switching operations.
• A main line interchange yard with classification opportunities.
• A locomotive maintenance facility.
• Computer-based turnout and signaling control.
• Main line operations, at least at the vignette level.
• Passenger traffic; I love varnish!
• An era and locale where steam and diesel power can coexist.
• Opportunities for stunning scenery.
Operating Crew: 10-12

Control Systems:

Digitrax Super Chief DCC system.
Java Model Railroad Interface (JMRI).
Crandic Automated Traffic System (CATS)

Construction on the new railroad began in May 2010.

The PRR Middle Division Main Line

main line 130521The main line is presented as a vignette. The four track mainline makes a 120 foot loop around the train room. There is an in-line 20 track staging yard, with four to six tracks associated with each of the four main line tracks. Each staging track holds a train consist that is “representative” of one or more trains that run during the schedule. Passenger trains are modeled after the actual Makeup of Trains book; freights per the Schedule of Arranged Freight Service.

Other than running the throttle and obeying the signals, there won’t be much for the main line road crews to do. But then again, I have several operators that prefer to run through trains.

The end of staging to the east represents Harrisburg/Enola; to the west, Altoona. Heading west, a train will come out of staging just east of the Lewistown Station, pass the “upper yard” at Lewistown Junction, pass through LEWIS interlocking, pass Mt. Union, then head into staging again.

A few passenger trains stop at Lewistown, but not many. One east bound freight and one west bound freight stop at Lewistown to exchange a block of cars. There is one dedicated freight from Altoona that brings an entire train into Lewistown and takes another back.

Tower Operations

LEWIS tower commands a full four-track interlocking at the end of the “upper yard” at Lewistown Junction. An additional set of crossovers in front of the Lewistown station is remoted to the tower. LEWIS talks to WALL tower to the east and JACKS tower to the west. The tower operator controls all signals and switches in the interlocking and maintains the tower sheet.

The operator is also responsible for providing clearance for the use of the Lewistown Secondary and the Milroy Secondary. Passenger traffic ceased on these lines in 1941, allowing them to be downrated from branches to secondaries. Clearances on secondaries is very informal and does not require paperwork; verbal authority is sufficient.

The PRR Lewistown Secondary

lewistown sec 130521The Lewistown Secondary begins at the “upper yard” by the main line. From there, yard crews pick up and drop off interchange traffic for the branch. The Lewistown Junction yard has 19 classification and advance tracks, car shops, MoW stores, and a locomotive facility.

The locomotive facility is larger than one would expect. With a 110 foot turntable, this shop maintained “stand by” power for the main line; typically in the form of M1 Mountains.

The yard prepares an east and west local for the main line each day, plus a dedicated train to the stone quarry at the end of the Milroy Secondary. The yard generates locals for the secondaries on an as-needed basis, and exchanges inbounds and outbounds with a downtown yard.

The downtown yard features numerous online customers, typically in the form of warehouses, a freight terminal, and a passenger station which is no longer in service. A connection to the Furnace Branch Siding leads to a dozen or so online customers, several being fuel dealers.

Beyond the downtown yard the Lewistown Secondary terminates and the Milroy Secondary and the Sunbury & Lewistown Secondary begins.

The PRR Milroy Secondary

milroy sec 130521The Milroy Secondary is an 11 mile single track run with numerous passing sidings. Originally a “branch”, passenger service ceased in 1941 and the branch was redesignated a secondary. As such, permission to operate is informal and does not require paperwork. Crews communicate with LEWIS tower for permission to run.

Upon entering the branch, while still in Lewistown, the line serves several oil dealers and a creamery, followed by a feed mill.

A mile or so later the line enters Burnham, Pa., where there is a sand quarry, freight station, and Kovalchik Salvage. After crossing the Kish Creek the line enters Yeagertown, Pa., home of Standard Steel. “The Standard” features several sidings for interchange plus a maze of internal trackage. The branch widens here to three tracks to allow numerous runaround operations. There are also two sidings for Yeager’s Mill, which is now in the building products business.

The line then enters Mann’s Narrows. Very steep mountains provide a backdrop for the right-of-way as it snakes along the cascading Kish Creek, a popular trout stream.

Next up is Reedsville, Pa., with a wye interchange with the defunct Kishacoquillas Valley Railroad. There is a runaround track, freight station, and team track. The line then passes through a scenic area, crossing Honey Creek several times.

Naginey, Pa., is the site of a Bethlehem Steel limestone quarry. This hole in the ground yeilds a train load of limestone on a daily basis bound for Johnstown, Pa., to the west. The quarry also ships to other customers.

The end of the line is its namesake, Milroy, Pa. There is a mill here, along with a freight station and a few other interests yet to be researched.

PRR Eastern Region DrawingComp

1955 Regional Map

1955 div reorg map

1941 Division Map

middle

Enola to Altoona.

Listed in 9/54 ETT; info from 1959.

Consist - Freight for local points on Middle District as per makeup.

Makeup:

1) Tyrone.

2) Huntingdon.

3) Lewistown.

LEWISTOWN - Set off Block 3. Pick up as per makeup.

Train M-9 represents not only itself, but also trains VC-1, CFW-5, ED-3, and CIN-1.

VC-1

Enola to Cleveland -- "The Meteor".

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Cleveland and beyond.

2) Akron-Barberton-Cuyahoga Falls.

3) "Conway Classification".

CFW-5

Camden (Pavonia) to Fort Wayne.

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Indiscriminate.

ED-3

Enola to Detroit.

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Toledo and beyond, loads and empties, indiscriminate.

2) "Conway Classification"

CIN-1

Enola to Cincinnati -- "The Rocket".

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Loads and empties (indiscriminate) of "Cincinnati Classification".

2) Fillout, when required, to consist of cars of "Pitcairn Classification".

Enola to East St. Louis -- "The Comet".

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Bananas only "Columbus Classification"

2) "East St. Louis Classification".

3) Indianapolis (when necessary - as fillout).

Train VL-7 represents not only itself, but also train PG-1.

PG-1

Enola to Pitcairn.

Information from "Through Freight Train Schedules Between Principal Points", December 23, 1954.

Makeup:

1) Johnstown, Pa., merchandise and bananas only.

2) All cars within provisions of "Pitcairn Classification"; cars South Greensburg, incl, to Uniontown, incl, including Fairchance Branch; also Blownox, incl, to Springdale, incl, cars of Pittsburgh "Island Ave. Classification" and/or shipments that will not clear Conemaugh Division.

M-26

Altoona to Lewistown.

Not listed in 9/54 ETT; listed in 1951 234-B.

M-27

Lewistown to Altoona.

Not listed in 9/54 ETT; listed in 1951 234-B.

Altoona to Harrisburg.

Listed in 9/54 ETT; info from 1959.

Makeup:

1) Loads and empty cars of Harrisburg-Reading Company Classification.

2) Loads and empty cars for Harrisburg and Philadelphia Region Main Line points to Middletown, Pa. inclusive, and including Lebanon Branch points, but excluding cars for the Reading Co. at Harrisburg subject to movement in Block 1.

3) Fillout, when necessary, of mineral freight only, which may consist of a solid Block of either Harsimus Cove (Berwind White) or AC-10 (Baltimore Classification, export only).

Train M-20 represents not only itself, but also trains AC-10 and M-10.

AC-10

Altoona to Baltimore.

Listed in 9/54 ETT; info from 1959.

Makeup:

1) Loads and empty cars of Harrisburg-Reading Co. Classification.

2) Loads and empty cars for Harrisburg and Philadelphia Region Main Line points to Middletown, Pa., inclusive, and including Lebanon Branch points, but excluding cars for Reading Co. at Harrisburg subject to movement in Block 1.

3) Mineral freight only for Canton Piers - Baltimore for dumping.

M-10

Altoona to Enola.

Listed in 9/54 ETT; info from 1959.

Makeup:

1) Coal for Philadelphia Electric Company, Eddystone.

2) Freight originating at Altoona and received at that point in local service for Enola and beyond, including export coal for Philadelphia, but excepting merchandise and freight entitled to movement in trains AC-10 and BL-34, and exclusive of Block 1.

STON-1

Lewistown to Milroy. Originates.

Listed in 1951 234-B.

STON-2

Milroy to Lewistown. Terminates.

Listed in 1951 234-B.

S-70

Lewistown to Northumberland. Originates.

Listed in 9/54 ETT; info in 1951 234-B.

S-71

Northumberland to Lewistown. Terminates.

Listed in 9/54 ETT; info in 1951 234-B.