The Link Valley is unique in its conception as it makes a big 1950's assumption that the Interstate Highway System never happened.  This is the management philosophy paper which further describes the assumptions.  Now that you have the flavor, lets look at the track diagram.
A formal timetable has been developed and recently has had slight revisions
to it since this version was published.

As with our usual touring practice, our Erie-Lackawanna business-bar car #1 was attached at Central Station to the Link Valley's DL&W's  train #21"Chrisville Adirondack Ltd. Connection" to Scranton and then train #22 to return for a tour of the layout.  Halfway through the tour, we were attached to train #1 "the Adirondack Limited" to Allentown and return on #2, a New York Central train for the balance of the tour.  Towns on this tour are named after Fred's grandchildren Andrew "Drew"; Christopher "Chrisville"; Daniel "Danscle"and Mathew "Mattstown". Central Station in Danscle is the focus of the passenger train operation and is busy with trains of many different ownerships.  Here you can see the trains of the New York Central, the Delaware, Lackawanna & Western, the Delaware & Hudson, the New York, New Haven & Hartford, The Reading Company and the Lehigh Valley.  The Drew engine facility also reflects the diversity of railroads serving this Links Valley area and the old and new engine power in use.  An eastern railfans dream come true.  Interesting names abound on the LV such as Hoffa Cement, All Mine, Worm Lumber, Half Mine, Dipit as well as the many humourous names on buildings and businesses along the right of way.

Our tour starts at Central Station where the passenger train action is hectic.  Here trains from all the railroads mentioned above arrive and depart in rapid order.  The adjoining yard tracks show the different consists stacked up here for use during the operating session.  Our train, looking like the "Phoebe Snow" herself, drops its tavern-lounge car to pick up our Erie-Lackawanna car #1 business and bar car.  The LTMT will tour the Link Valley Railroad in the comfort of this car.  Here our E8A awaits the rest of the passengers to board the train.  While waiting a New York Central train pulls into Danscle Heights and we get a great view of the town of Danscle in the foreground.  Our train departs Central Station on time with our car #1 on the rear end as it disappears in to the middle of Danscle.  Our train now approaches the District Junction after passing under a plate girder bridge.Then we head for the tunnel leading to the mainline.  The train passes over a series of bridges as it makes its way over the rails.  We pass under a bridge near Worm Lumber Company and make our way towards Danscale Heights.  Here it appears out of the tunnel at Chrisville on the ridge while a freight train plys through District Junction.

Back at the engine facilities at Drew, a Lehigh Valley freight makes it way to Danscle Heights.  Our train meets the LV train behind Central Station and as we move along we get a better look at the Drew engine facilities.  Our train moves swiftly over the bridge at Upper Drew, makes a stop and then proceeds down to District Junction.  The DL&W train snakes its way through the Chrisville Branch headed for Chrisville for a stop.  The train arrives in Danscle Heights and runs on the curve past the Lower Drew East Switch.  We arrive "under the station" at Lower Drew for a stop and get a better look at the area when our train clears the area.  As the train moves over the lower ridge we get a look at the Dipit Landing.  You can see the mix of LV crew and LTMT people over this shot of the DL&W train on the Drew engine facility curve. This is look back towards Upper and Lower Drew both with clear tracks.  Here at the Mattstown Yard, a Lehigh Valley crew is moving a full reefer train and now backing down to get a caboose. Across from the yard is the Mattstown diesel facilities and next to it, Hoffa Cement.  A D&H passenger train pulls in to the Danscle Heights station for a stop.  About this time coffee and cookies were provided by the Links Valley refreshment committee to the members of LTMT & Links Valley crew.

Back at Central Station our car is now taken off the DL&W train and put on the Adirondack Limited, Train #1, a New York Central train for our continuing tour.  During our tour of the Link Valley Railroad, we also saw another NYC train with no two cars of exactly the same style (great consist).  Our NYC train passes through District Junction on our way to the mainline and then across the "Awesome Gorge" bridge to Wormton. While our train passes over Dipit, one of the LTMT gets instructions and close supervision from a Link Valley crew member in operating a way freight.   Our train meantime glides behind Central Station on the ridge over the Drew engine faclities, moves on to the bridge at Upper Drew and continues on through the countryside towards District Junction.  Moving rapidly over the high ridge, our train entered the tunnel to Lower Drew.  Our train finally moves on to our destination to end our official tour of the Links Valley Railroad.

We also took a few pictures of areas of interest.  Here we see from the top of the Chrisville Branch line with the All Mine yard in the center right.  This is a shot of one of the unique car floats with a few hoppers, boxes and a gondola on it.  These car floats are removable and act as a fiddle yard.  This control panel is one of several that are heavily used in operations on the Link Valley Railroad.  This New Haven fast freight pulled by two PA's cleared the reefer train in rapid fashion.  The head of the LTMT Mr. Steve Kay ponders smooth operations of the Link Valley Railroad and wonders how his team can do the same thing on the Lackawanna Terminal Railroad?  Impossible?  Maybe!

During the tour, the LTMT was riding in the business/bar car and one of the team yelled to the others, "Look at that!!!" to which all members of the team, some being portly, ran over to one side of the car and as these things seem to happen during our tours, the car tipped over due to rapid weight displacement to that side of the car.  Slight damage, knocked off a rear view mirror, but a great deal of laughter from both crews and some spilled drinks.  I will not post pictures of the event due to embarrassment, however pictures do exist and may be posted on other sites.  I'll let you know where, when Paul T. gets his scanner act together.

A great time was had by all and many thanks to the Links Valley crew, especially Fred Dellaiacono, for their patience and hospitality during our visit.  If you want to get in touch with Fred, here is his email address.

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   The Model Railroad At Steamtown USA, Scranton, PA - 6/23/96

When we visited Steamtown National Park in Scranton, PA, there was a small HO scale model of the yards and engine facilities as they were in the steam engine days of the Delaware, Lackawanna & Western Railroad.  Here are four pictures of this HO scale layout.  The pictures suffer from "blast back" as the model area was surrounded by glass and every picture had flash bulb reflections in them.  This was not a static display as some of the steam engines were moving around the layout in what was a specificly computerized program of moves.
The mainline.on the left here ballasted gray.
The back of the enginehouse. Note that outside through the window, in gray, maroon and yellow,  is the real buffet lounge car DL&W 770.
The roundhouse with the mainline on the left side.
The turntable. The center of this display.

The Susquehanna & Hudson River Railroad

The Susquehanna and Hudson River was built in my one car garage in Trinidad, Colorado. Layout size was 11.5 ft by 19. 5 ft. I had the layout up and working on it for about 10 years. It basicly was a loop to loop system. A lower 3 track reverse loop was staging for the trasfer drags into Wilkes-Barre yard. A DLW, LV and CNJ train were staged on each track. The mainline and siding going beyond Benders Jct was used to stage two trains from Northumberland. The main did connect back to the mainline to Maybrook inside a tunnel forming a circle so I could just run trains around when I
felt like it.
       From Benders Jct. the main continued through Wilkes-Barrie, Miners Mill where their was a interchange track with the D&H, Pittston with its anthracite coal colliery, Durea, Moscow then into the three track stagging loop for beyond to Maybrook.
       Operations where done using a waybill card system. Each car had a waybill made on 90 lbs white index stock on my home computer. Bottom of waybill card was foldered up and taped to form a pocket. A 3" X 5" index size card was printed out with four destinations for each car, two on each side.
       Basic operation consisted of two turns daily between Wikes-Barre and Northumberland about 12 hours apart. These two trains connected with the Reading at Catawissa and the PRR at Northumberland. The morning train was the Northumberland Local and did any on line local work and was blocked with any shorts for the cement plant at Lime Ridge, South Dansville or Sunburry
merchandise traffic. The afternoon train only did interchange work with the RDG and PRR.
     A daily transfer drag was received from the DL&W, LV and CNJ. These trains ran into Wilkes-Barre yard dropping off the S&HR cars and picking up the cars off the S&HR for each road. One switch engine worked Wilkes-Barre yard each trick. Switching was normally done from the north end.
     Daily out of Wikes-Barre north three turnaround jobs where operated to Maybrook Yard and back. They where spaced about 6 to 8 hours apart. The morning train was the Maybrook local and did any setting out and picking up beyond Moscow. The other two trains handled only New Haven traffic.
       Out of Pittston the Pittstown Mine Run was run daily to the Shannon Colliery. The Moscow Rousabout ran daily except Sunday doing the local work at Pitston, Duryea and Moscow and the D&H interchange at Miners Mill.
       Basic operataion consisted of southbound trains from Maybrook coming into Wilkes-Barre where they where switched out. Blocks of cars where built for the DLW, LV, CNJ, DH, RDG and PRR. Any local cars where blocked for the Pittston Mine Run or the Moscow Roustabout. When these two trains returned to Wilkes-Barre they where switched out and their cars put into the proper
blocks.
      From these inbound trains the two turns daily to Northumberland where built and departed. Northbound traffic for the three turns daily to Maybrook consisted of the cars brought into Wilkes-Barre from the two Northumberland turnarounds, the interchange drags from the connecting carriers, the Pittston Mine Run and the Moscow Roustabout.
       The S&HR locomotives where painted in a Lehigh and New England inspired black with white paint scheme. Micro-Scale Lehigh and New England decal set stripping was used to decal the engines.
       When the BNSF moved me from Trinidad, Colorado to the Pacific Northwest the layout was torn down during March 2000.
Bob Stafford

Photo of Benders Jct. LV transfer drag is coming up the hill from the three track staging yard for interchagne trains into and out of Wikes-Barre yard. S& HR train is on the line to Northumberland.

Shannon Mining Collery at West Pittston

Town of Duryea and over view of the center of the layout. Layout went around all four walls on a shelf with the center sticking out.

Overall view of Wilkes Barrie yard

Shannon Collery at Pittston. Left to right, power house, breaker, bagging plant, depot

Southbound freight between Duryea and Pittston

North end of the yard lead at Wilkes-Barre. Yard drill with S-2 is in the clear waiting for the Pittston Roustabout to depart the yard.

View of Wilkes-Barrie engine service tracks. Gray two story building in the right background is the yard office.

Southend yard lead at Wilkes-Barre. Train is departing off the main for Northumberland. Caboose track and rip track are located on the bottom right and can be seen just behind the trees. The cement car clean out track, with the ground covered with cement can be seen on the far left.
 

First the HO scale railroad The Long Valley & Eastern.  As usual the Lackawanna Terminal Railroad Management Team (LTMT) arrived after a breakfast in a clean diner (change of pace), in Long Valley, New Jersey where Bob's wife described their beautiful home of six years as her house with a "his basement" underneath.  A variety of equipment was in evidence.  A very long running mainline mostly double tracked with 2 branchlines in strategic locations. At least four freight yards were in place and one major passenger yard.  Bob demonstrated the layout by running a freight train of mostly gondolas over the layout and as usual,  our famous EL #1 business and bar car was attached to the end of the train for the layout tour.  The tour started uneventfully, but during the course of the tour the business car was just too much for the EL Alco and DL&W Geep in front and it was left on a siding.  But I digress.  The purpose of this layout visit was to drop wiring for Bob's new DCC system of which I will not describe because I haven't a clue about it.  The crew arrived but few worked as many watched.   Names of the working crew are Bob Pennisi, Steve Kay, Jay Mikesh, John Montenigro, John Pasquariello and Mike Kaplonski.  I, J. Jordan, was the official photographer and did not participate in any labor activities due to my delicate condition.  Steve Kay was designated backup photographer and Lennie Kaplonski was designated "official doctor" in case anyone was hurt during the "assault" on the layout.  His services was not needed during the layout visit.  All drinks in the hands of LTMT members were soft drinks.

The difficulty in describing this layout is because it is a "no name" layout and yards, stations, and various places are not named, therefore we will just show you the pictures without too much commentary or description of where on the layout it is.  We have put together a schematic diagram of it and is available below on this page of the website.  I can of course say anything I want about Bob's layout because he doesn't have a computer and will never see this, but I know there are spies out there just waiting for me to say something derogatory so they can pass it on to Bob. (I know who you are!!!).  Just part of my paranoya.  I'll take a pill.  On to the layout pictures.  The passenger yard with trains of all railroads, Great Northern, Delaware & Hudson, Erie Railroad,  etcetera, etcetera.  LTMT members front to back John P., Lennie K. and Michael K.  The passenger yard front view.  Another view of the passenger yard closer to the yard throat and engine facilities.  Mike K. in foreground and Jay M. in background.  A rare picture of our host pullin' wires while our train passes overarm.  Our train trundles toward the "great end curve" while underneath two RS3's struggle with another freight.  Mike K. tries to right the wrongs of the business car during it's time with the train.  Now set in place again, the train struggles up the straight away with the business car in tow.  Steve Kay records it's journey.  Our train emerges from one of the numerous tunnels on the layout with everyone wondering whether or not the bar car has been left in the tunnel.  Here is the double tracked mainline approaching the corner on the upper level and a working local freight on the lower level.  The reason for the visit.  Installation of the DCC circuitry and control panel with various booster equipment.  A long freight pulled by 2 Erie Lackawanna RS3's moves along as we see an impressive array of railroad memoribila on racks along the wall.  Not only was Bob's layout very impressive (complexity) and big (like in LARGE), but his collection of memorabilia and pictures is unsurpassed in my opinion.  Here is an attempt at picture taking at the track level.  It failed again.  I'm going to have to get a better camera.  The train took the long curve without the bar car.  Somewhere along the line it was dumped.  You can see more than half of Steve K. in the background right with camera in hand.  Here the train passes another yard with an engine facility.  In the background you can see one of the many bridges on this layout.  And finally the the train take a wide curve towards the end of it's run.    Speaking of my assistant camera crewman here are some of Steve's pictures of Bob's layout.
A tad bit more professional.  He had a real camera.  Jersey Central power.  A Canadian National Alco moves a freight train.  A Reading Geep works the local.  A station with REA trucks in the midst of being built.  The master electrician at work, Jay Mikesh.  And finally some clown taking pictures (Oh! that's me.)

September 29, 2002 - Additional pictures of the passenger yard, one of the freight yards and part of Bob's memorabilia collection.    This display features an Erie Lackawanna sugar packet, Erie and Lackawanna matchbooks, jacket buttons, padlock, key and other items.  Due to pressure from the LTMT, Bob has named his railroad as of this writing "The Long Valley and Eastern Railroad".  We will keep you informed as this will probably change in the future.

These layout schematic images are thumbnails and can be seen in detail by clicking on them.

  Here are some added pictures of Bob's layout.  In addition one of our customers had an HO model of the Pullman sleeper "Poplar Trail" custom built by Matt Klemchalk.  We took pictures of it on Bob's layout.  Here's a corner of the layout with a industrial siding and appropriate box cars serving the industry.  The brain trust tries to locate an electrical problem.   Scratch your head much??

The second layout belongs to Bob's son and is Lionel.  Here are three pictures of the setup and scenery that I remember is similiar to what I had in my youth. That's not a ghost on the picture.  Just the camera strap as usual.

  August 17, 2003 - The DCC systems is installed, the LTMT has just finished breakfast at the diner, snacks are put out for the gang in Pennisi's basement and the stage is set for action on the layout. Opppps!  The DCC system needs a little tuning.   Ahhh!, problem solved, now it works.  Passenger trains are the flavor today.  The operating test session has a DL&W Pacfiic #1159 pulling Boonton cars (courtesy of Joe Bania), an Erie Pacific #2946 pulling Stillwell coaches (Matt Klemchalk's equipment) and an EL/NJDOT train with one of the first pushpull sets (mine).  Not quite era specific, but lots of fun.  Bob has managed to do a lot of scenery since our last visit and the following pictures reflect his valiant effort.  Here is a tunnel approach through a rock cut.  This is Bob's rendition of another rock cut (secret: these are painted wood chips and make very realistic rocks outcroppings).  Very well done!!!  More of the Erie train and head on shot of the DL&W Pacific (far right of the yard) and the EL/NJDOT train at the terminal head on.  Scenery is done at the tower and station location.  Some switchers work the fully scenicked freight yard area.  Here's the coal & oil depot siding area.   Longest train of the day engineered by the head of LTMT (Steve Kay) with a U34CH/U33C lash up passes the terminal area while an RS-3 brings in a commuter train. You will notice that the picture also includes a "forest" being built above the trains.  Another good session at Bob's.

During an October 2003 operating session at the now named "Long Valley & Eastern Railroad" we had the opportunity to run an express refrigerator freight powered by the Broadway Limited Imports Norfolk & Western's 2-8-8-4with much sound and pure joy..
 
 

 In June 2004, we are back again at Bob Pennisi's fabulious layout where Bob has been very busy doing scenery ALL OVER.   Pictures are worth a thousand words, so we will stop with the verbage and show you the pictures.

  February 27th, 2005  OH MY GOODNESS!!!   Bob has expanded his already monsterous model railroad with a new branch and an extension of existing area creating in some parts, a second and third level of layout around his basement.  This was delayed due to blizzard conditions but is now ready for viewing.

          BP1 - The DL&W Phoebe Snow ready to depart at the terminal.
          BP2 - The engine facility at Chester Junction.  BP3
                Trains on the mainline -  BP4 The Mail train    BP5 The mail train at a station.
          BP6  Heavy freight on the mainline

                    Pictures of the new branchline:
               BP7   BP8   BP9   BP10    BP11  BP12  BP13

              BP14  BP15    BP16   BP17   BP18   BP19

Pictures of the expanded mainline:
           BP20   BP21  BP22

"Bob" is the Robert Pennisi of Railroad Avenue Enterprises fame and publisher/author/editor of many railroad books of our favorite railroads in the Northeast.  Bob has brought us the "eye candy of railroading" for many years.  We thank him for his dedication to railroading on our behalf and, on this day, his hospitality and patience.
 
 

Not to be outdone by his brother, Rich Pennisi from way over on the left coast has sent some pictures of his "eastern railroad" in his basement.  Here is the information we have on this model railroad:
The Lehigh & Ontario basically runs from  Scranton, PA to Maybrook, NY and has connections with the New York, Susquehanna & Western , Lehigh & New England, Central of New Jersey, Reading, Lehigh Valley, Lehigh & Hudson River and Erie Lackawanna.  The bridge crosses the Delaware River near Columbia, New Jersey.  The yard with the depot is the Mayfield Yard in upstate New York. Another part of the layout (no pictures yet) is Sparta Junction where the NYS&W and L&HR interchange with the Lehigh & Ontario.
The tower is a model from C.C.Crow plaster structures and is based on a D.L. & W. design.  The station is a plastic structure from Oregon Rail Supplies.

The pictures speak for themselves , so we will just let you see them.

NYO&W on the bridge.
Reading units and caboose on the bridge.
Erie Lackawanna SDP45 and SD45 on the bridge with open hoppers.
Central of New Jersey F's line up with an RS.
Impressive station as background for the scene of CNJ Geep & F unit.
NYS&W RS1 with CNJ F unit and string of "salt" hoppers.

Starting the coffee table! At first we were going to use our existing coffee table as the base so as to eliminate any scratches to the existing coffee table.

With the base on the existing coffee table, I made the box which is going to be our little city in N scale.
Surprise!  Well Pat didn't care for the idea of using the existing coffee table and I agreed it would be better for the table to have it's own base.  The is the start of the complete table.  The table is made of light weight white pine except the sheet the train and city would be setting on.  We used 1/4" styrene on the floor.  We then sprayed the white base with Fleck Stone paint, so it would look like grass.

Here's the finished product, with three coats of miniwax Polyshades Classic Oak.  We used extra fine steel wool #000 between coats.  This picture was taken at night with only the lights of the coffee table.  It has really become a conversation piece.

If you look close you can see the plate glass top, cut to fit the table perfectly. If you also look even closer you can see small rocks we've picked up around the country, from Maine to Florida, to Colorado, to Michigan and all stops in between.

Here are some pictures taken by Steve Kay prior to our visit.  This will give you an idea of the progress he has made on this massive project.  The framework is set up and prelimenary steps of track design come into play for the major staging yard. Other trackwork is laid down for Valley Junction.  A closer view of the Valley Junction.  Station placement for the Valley Junction is off the main line.

These are the pictures I took on Sunday June 30th.  You will notice the difference in quality.  Steve is equipped with a digital camera and I'm still struggling with my Instamatic.  But I digress. This is a point to point layout with the eastern end yet to be constructed.  We will start from the far western part of the layout in Pennsylvania and move towards the east coast of New Jersey.  This massive staging yard is split into four sections; top part - Reading, Baltimore & Ohio and Erie railroads share this interchange section of the yard; second section is from the Pennsylvania Railroad; the third section from the Central of New Jersey and the fourth from the Delaware, Lackawanna & Western.  The first three yards lead to the Valley Junction interchange and we can see here that the yard throats are actually two different tracks to the junction.  The A.P. & W. major interchange is with the D. L. & W.

The A.P. & W. mainline and the interchanges with other railroads happens at Valley Junction where we encounter the first passenger station on the interchange line.  At the Valley Junction, there is a variety of industrial buildings with sidings as the mainline extends towards Phillipsburg.  John intends to provide Phillipsburg with an 8 to 10 track stub classification yard, with an industrial siding, icing track and a coach track. He also intends to provide engine facilities at the west end of this area.  These industries are served through a series of sidings off of the junction tracks. A branch line extends east that  includes the Bedminster passenger station and Cokesbury where a small mining operation that produces two car loads a day is located.  John has no minimum radus on this layout.  All curves are "easement contoured" to provide a smooth transition through them.  That 50 car coal drag was actually backed down into the staging yard without mishap due to the easement curves.

Back on the mainline, we first see the diagram outlines for a control panel for the Valley Junction area and some other shots of the area.  A three car passenger train (provided today by John Claey's) plies the mainline powered by an RS-1.  A coal drag powered by Matt Klemchalk, Sr's big boy, moves east through the Valley Junction industrial area on the main.  Susie-Q heavy units pull another coal train courtesy of John Claeys (who had almost his entire "N" scale engine fleet in his pockets).  Erie Lackawanna engines are available for the next train. Here we see the Susie-Q units with their standard black & yellow paint job pulling eastward.  Overseeing operations is Matt Klemchalk, Sr. and John Montenigro.  Although under construction, the railroad has acquired space for expansion and parts of the benchwork have been installed.  These have been used temporarily to store all the kits and boxes that seem to accumulate during construction.  Ah yes, so many kits and so little time!!!

John has made a magnificent start to his layout and we hope in the future he will invite us back to view the progress and to play with his trains (our favorite thing to do).  Thanks, John.

February 20, 2003  - John has expanded into the second area of his layout and we have new pictures of Flemington area.   Here is his comments: "More pictures of the A.P. & W.  The attached image is looking west through the Phillipsburg Yard (ladder track in place but fan tracks removed for painting...)
toward the roundhouse and engine service area. Just behind the roundhouse is the Bedminster station stop on the shortline that runs behind PB.

The backdrop only has the base colors that serve as the underlayer to the greenery. The closer forests have much blacker shadows, and by experimentation, I determined that the green foliage shows up
better when applied over a black undercoat... We shall see..."

  Flemington     BrookvilleFlemington Area Backdrop

February 26, 2003 -  "We shall see?"...John is really into it now and continues to send pictures of the progress on the Atlantic Pineland & Western.  He has turned his attention to the second area of his layout namely the Brookville & Flemington section.  Here are some his most recent pictures.
#30 #31 #32#33#34#35 #36

  In July of 2004, we again visited the Atlantic, Pineland & Western and were impressed
with the progress of SCENERY, SCENERY and SCENERY.  John has really put some beautiful work on his towns and mountain backdrop.  Pictures follow:

APW37APW38APW39APW40APW41APW42

APW43APW44APW45APW46APW47APW48
 

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October 29, 2002
Marty Witkiewicz has recently completed applying details included the proper horn on his Atlas U36C EL #3316.  Here are some pictures of his effort. Windsheild wipers, sunshades, Sinclair antenna, grab irons on top of the nose, in addition to the horn; a great job of detailing this engine.  Congratulations Marty.

Click on these images to see a larger picture

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Gene Isaac & Kyle Anderson's Great Western Railroad

Gene & Kyle's dream layout is being designed, but they have a lot of steam engines and trains ready to go on it when it gets built.  To display these trains, Gene and his friend Kyle Anderson have built this unique display counter which shows off the trains on  staggered levels.

Kyle adjusts the wheels on the front engine.                Train cabooses on the bottom.

Cork roadbed and trackwork.            The bottom row of engines. How did that diesel get in there?

The two levels of display rack.                   The Empire builder Gene Isaacs.  I think he's happy!!

This is a free standing 4' by 8' with continuous running available and a lot of switching areas.

Here is a view from the other end of the layout.  In the background can be seen the shadowy figures of the Lackawanna Terminal Management Team (LTMT).

Here's the owner operator in charge of movements on the layout.  This 12 year old has done a magnificant  job on his layout in spite of having to listen to his fathers advice.  John SR. is a Santa Fe fan and the reason for the visit was for preliminary planning for the AT&SF with major design advice from the LTMT.  A sad state of affairs!!!

Click on the picture to get more details.

On to page 3 of Other People Model Railroads