File:Design of the freight yard of the Delaware, Lackawanna and Western Railroad at Scranton, Pa. (1907) (14758528254).jpg

Identifier: designoffreighty00will (find matches)
Title: Design of the freight yard of the Delaware, Lackawanna & Western Railroad at Scranton, Pa.
Year: 1907 (1900s)
Authors: Williams, Clement C. (Clement Clarence), 1882-1947
Subjects: Delaware, Lackawanna and Western Railroad Company Railroad yards Theses
Publisher:
Contributing Library: University of Illinois Urbana-Champaign
Digitizing Sponsor: University of Illinois Urbana-Champaign

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s the first con-sidered. The heavy up grades at the ends of the site early showedthe gravity scheme to be unfeasible since such a design must eitherhave a hump in the middle or a sufficiently wide space for alll ofthe switching i.e. both directions, to be done down the same slope,the tvvO sets of classification tracks being side by side insteadof facing each other. The grades were exactly contrary to the firstgravity scheii.e and the space was much too narrow for the second. Several objections arcse to poling. Generally it is a slowermethod than tail-end switching and is also more dangerous for theswitchmen. Particularly, it takes up more space for the polingtracks or extra leads-- a very great objectjon in the present under-taking. It is well adapted to a location where a few locomotivesmust do ail of the yard work, and where coal is difficult to obtain.On the other hand, it is usually cheaper than tail switching. How-ever, fuel is to be had in abundance at Scranton. This fact tended
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18 to counter-balance the ordinary economy cf poling. Everything con-sidered, tail-end switching was about the only practicable uethod,and this was adopted. The most natural arrangement would have been to place tr.e fewwest-bound tracks which were required on the right hand side of themain track. One feature of the proposed improvement preventedthis disposition; namely, the main tracks at the east end of theyard had to be elevated about ten feet above the general yard level, and this would have obstructed the passage of trains in crossingover. For this reason it v/as decided to carry the west-bound freightI over the east-bound main track, and hence all of the receiving tracksI are on the right hand side going east. These are not special tracksbut are the regular freight lines enterinj the yard. A train stopson these tracks, its crew and engine relieved, and it is taken inin tharge by a yard crew and engine which proceeds to classify thecars according to the sequeTice of the stations a

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