Hi folks,
I would like to obtain more info on the CNJ’s Ashley Planes, especially photos and details of their construction and operation.
Nicholas Burman
Sao Paulo, Brazil
Thanks for replying, Jim; I don’t know much about the Planes, except that they ran from Ashley to Mountaintop, PA and that they were used to carry cars loaded with anthracite. What I want to know is the following:
1- How were the planes operated?
2- How were they powered?
3- Did any other traffic frequent them(Passengers/other freight)?
4- How many planes were there?
I hope this helps you.
Nicholas Burman
nburman@ig.com.br
Nicholas,
Here’s a quote from “Jersey Central Lines in Color” by Wm J Brennan, pub by Morning Sun Books:
“The trackage that would become an important segment of the Pennsylvania Division of the Jersey Central was originally constructed by the Lehigh Coal and Navigation Co to connect its canal
operation at White Haven with the markets in the Wilkes Barre area. The Penobscot and Blue Mountains presented a barrier to the construction of a through rail route that, at the time, was insurmountable, so a series of three succesive double-tracked inclined planes, planned as a portage for canal boats were constructed in 1843. The 2.47 mile long system, which was ultimately used to move railroad cars exclusively, featured cable drawn “barney” cars to move the rolling stock. Each plane was powered by a 1200hp vertical steam engine with two cyclinders having a 40 inch bore and 49 inch stroke driving cable drums 22 feet in diameteer around which were wound 2 1/2 inch diameter wire ropes. In 1866-67, a rail route was constructed aroound the mountains to permit some traffic to bypass the planes. At Ashley, 3.3 miles east of Wilkes Barre, this line began a steep ascent up Blue Mountain to Solomons Gap, gailning 1014 feet of elevation in 12.5 miles. During the steam years, only light engine moves, empty freight cars, passenger trains, and local freights used this route, which was known as the “Back Track”, with loaded merchandise cars making the climb via the Planes.The CNJ never saw fit to build large articulated locomotives like the B&O, and to lesser extent, the Reading, so the cable system proved to be the most viable alternative until the four unit diesel sets emerged after WWII.”
"The diesel years finally brought complete mainline operation to the Jersey Central’s “back track” between Solomons Gap and Ashley… As a postscript to the Ashley Planes, the railroad announced in its 1953 annual report that it sold three cinder banks from the planes for a total of $20,842 to buyers in the New York Cit
Nicholas,
Here’s a quote from “Jersey Central Lines in Color” by Wm J Brennan, pub by Morning Sun Books:
“The trackage that would become an important segment of the Pennsylvania Division of the Jersey Central was originally constructed by the Lehigh Coal and Navigation Co to connect its canal
operation at White Haven with the markets in the Wilkes Barre area. The Penobscot and Blue Mountains presented a barrier to the construction of a through rail route that, at the time, was insurmountable, so a series of three succesive double-tracked inclined planes, planned as a portage for canal boats were constructed in 1843. The 2.47 mile long system, which was ultimately used to move railroad cars exclusively, featured cable drawn “barney” cars to move the rolling stock. Each plane was powered by a 1200hp vertical steam engine with two cyclinders having a 40 inch bore and 49 inch stroke driving cable drums 22 feet in diameteer around which were wound 2 1/2 inch diameter wire ropes. In 1866-67, a rail route was constructed aroound the mountains to permit some traffic to bypass the planes. At Ashley, 3.3 miles east of Wilkes Barre, this line began a steep ascent up Blue Mountain to Solomons Gap, gailning 1014 feet of elevation in 12.5 miles. During the steam years, only light engine moves, empty freight cars, passenger trains, and local freights used this route, which was known as the “Back Track”, with loaded merchandise cars making the climb via the Planes.The CNJ never saw fit to build large articulated locomotives like the B&O, and to lesser extent, the Reading, so the cable system proved to be the most viable alternative until the four unit diesel sets emerged after WWII.”
"The diesel years finally brought complete mainline operation to the Jersey Central’s “back track” between Solomons Gap and Ashley… As a postscript to the Ashley Planes, the railroad announced in its 1953 annual report that it sold three cinder banks from the planes for a total of $20,842 to buyers in the New York Cit
Nicholas,
What info do you already have?
I could try to give you some references from the books I have once I know what level of infor you have.
Jim