17-06-29 PHOTOS: WIING

When it comes to documenting what is left of the Old PRR Main Line, I am burning the candle at both ends. From the east I have worked from Harrisburg to Huntington as this is all within day trip distance of me. However some friends I made in the Pittsburgh area has allowed me to open up a second front so to speak and since 2015 I have been systematically knocking off those signaling locations at last somewhat adjacent to the South Pennsylvania Railroad Pennsylvania Turnpike. In 2015 I visited CP-RADE at Radebaugh, PA, in 2016 CP-TRAFF in Trafford, PA and this year I swung by the next interlocking down the line, CP-WING in Wilmerding, PA. Formerly known as WG interlocking, it controls the west end of the PRR's one great Pitcarin Yard, now serving as an intermodal facility under NS and Conrail.

Today CP-WING consists of a 3-track full crossover with an extra yard lead on the east end. The northern two tracks belong to the NS Pittsburgh Line while the southern track runs out of Pitcarin Yard and straight through to become the Port Perry branch. This line bypasses downtown Pittsburgh along the southern banks of the Monongahela River. The interlocking features a full 3-track PRR signal bridge at the west end and two PRR position light masts on the main tracks along with a Unilens Dwarf and a target type color light mast for the yard tracks at the east end. All the switches are still pneumatically operated. If you are interested in the full set of photos, they can be found here.

So as I rolled up in the car I had to scramble to capture NS C44-9W #9945 and a 27xx series SD70ACe leading an eastbound doublestack trains past the westbound mast signals at CP-WING. This is a popular railfan location due to the ease of access and interesting background items.

WING tower was replaced by this double-wide relay hut in a ~1970's CTC project between CP-CONPIT and CP-HOME. Note the air line running out to supply the pneumatic switches.

The air compressor was located in this classic structure that pre-dated the CTC project. When I arrived at the site I found two people who appeared to be railroad workers in NS style high visibility yellow safety vests. After making some small talk I soon realized that they were actually municipal utility workers using their official vehicle to harvest scrap metal from the right of way. This sums up the situation for your Simpsons fans out there ;-)

It's such a shame that non-solid state technologies are becoming so rare these days. Here we see the air plant outside the compressor house at CP-WING. Although the pneumatic point machines here are likely to be retired in the near future, NS had to fabricate some new housings for the mechanisms since US&S stopped supporting the product around 10-15 years ago.

Shortly thereafter another eastbound doublestack train appeared off the Port Perry branch, crossing over to Pittsburgh Line track #1. NS ES44AC #8131 was in the head with C44-9W #9325 running behind.

Shortly thereafter an NS "helper pack" of two SD40E's (rebuilt SD50's #6332 and #6310) that had been waiting for the stack train to clear up, got it's signal and proceeded eastbound behind it. With the popularity of distributed power arrangements out west, the PRR main line is probably the most active helper districts left in the United States with pairs of SD40E's helping trains get up and down the Allegheny summit between Altoona and various points between Johnstown and Pittsburgh.

After a few minutes observing the local wildlife, a westbound showed up, passing under the classic PRR signal bridge with NS C44-9W #9904 and #9875 in the lead.

A fourth westbound movement soon materialized with another NS C44-9W (yawn) on point, but a significantly more interesting standard cab SD70 #2532, following behind.

17-06-24 PHOTOS: Denver RTD

Let's see now.  I've flown in and out of Denver, I've taken Amtrak through Denver...twice, I even know three different people who would put me up for the night in Denver, however until this past summer I never bothered to actually visit Denver for more than the time the California Zephyr was laying over in the station.  That makes this really strange is that Denver is a major metropolitan area with an extensive light rail network and a brand new electrified commuter rail system that uses Philly's own Silverliner V's.

Typically when I cross the country on Amtrak I, well, cross the country and also spend a night in Chicago.  This time I cut the train trip short and spent three days in the mile high (and then some) city riding transit and seeing the sights.  The full gallery includes RTD light rail, commuter rail, more Amtrak and a few BNSF freights.  Check out the link or keep reading below for the highlights.

So no sooner had I arrived in Denver when I saw a special passenger being attached to the rear of the eastbound Zephyr.  It was C&O #3, the Chapel Hill.  The well heeled passengers were eager for a photo and were nice enough to give me some schwag for the service.

Also at the station were one of the spiffy new RTD Silverliner V's (#4004).

Denver Union Station has been fully re-opened and the restoration job was magnificent.  Not only does it support both Amtrak and intercity bus services, but it also has a plethora of food and drink options and ample seating.

The new Amtrak ticket window was also open for business.

So the following day I set out for a round-the-city light rail trip on an affordable ~$5 day pass.  Unfortunately, this normally arid city had chosen to have a rare rainy day.  Here we see RTD LRV #316 at the Littleton - Mineral station. 

Riding all the way downtown to Union Station more RTD Silverliners were lined up on track #3, including #4029 which was wrapped for the Colorado Rapids, what I assume is an MLS team.

While there the westbound Amtrak Zephyr was sitting on Track #4 with  P42 #150 in the lead.

17-06-22b PHOTOS: Colorado Carcass

I'm calling this a "transcontinental" Amtrak trip, but as I said before, the destination was Denver and I had taken the California Zephyr twice before.  Past Grand Junction, CO, the line had already been re-signaled prior to 2014, so I could sit back and relax a bit with my mom in the sleeping accommodation instead of standing at my perch by the rear facing window.  However between the junction with the old Tenessee Pass route at Dotsero and Bond my coverage could use a bit of a refresh and furthermore I wanted to check out two islands of searchlight signaling between Bond and the Steven Moffat Tunnel.

Not to keep you in suspense, the searchlights were all gone and after Bond I didn't have much to do besides enjoy a nice steak dinner in the dining car as we descended towards Denver. You can view the full set of photos here.

Like the west end of the yard seen in the last set, the east end of the yard was full of stored power.  However instead of UP GP15-1's, this time it was HLCX and GATX SD40-2's.

The line soon passes the High Line Canal diversion, that diverts Colorado River water for agricultural uses around Grand Junction.

Our power, Amtrak P42DC's #124 and #172 as seen from the dining car around a bend in the river.

Colorado River gouge as seen approaching Glenwood Springs.

This Union Pacific fixed blade plough was one of the few pieces of equipment in te Gleenwood Springs Yard.

The old DRG&W searchlight signal bridge had been replaced by this new structure :-(

My perch from the rear of the Zephyr.

Beyond Glenwood Springs, the route switches onto the Moffat Tunnel route, following the Little Colorado River into the Rockies.

To the west of the railroad bridge, a new concrete road bridge replaced an old timber span that allows for recreational access to the valley.

The river cuts through time and exposes the red rock strata below.

17-06-22a PHOTOS: Pole Line Sweep

So normally I would be super excited because the California Zephyr route between Green River, UT and Grand Junction, CO has probably some of the best scenery on the entire Amtrak LD network.  However, this is my third time reporting on this route and unlike rail infrastructure, rock strata doesn't change much on human time scales.  Furthermore, there was barely any rail traffic on this run so I am pretty much going to have to lean on the scenery photos.  On the plus side the photos look better than before due to my new camera lens.

If you are wondering about the name of the set, all the way back in 2012 new signal hardware had been erected to replace the classic Denver, Rio Grand and Western kit and their associated pole line.  The new signals had not yet been activated in 2014 and to my surprise they were still waiting to go into service in 2017!  Therefore I had one last chance to document a pole line CTC route in service.  You can check out the full set of photos here.

Like I said this segment starts at Green River, UT.  Most of the line between Helper, UT and Green River had already been re-signaled so I used the opportunity to get some breakfast.

Like I said, the replacement signals had been standing in place for over 5 years.  This example makes use of recycled US&S N-3 signal units, something else that went bay the wayside.

 A westbound BNSF train was sitting on the FLOY siding, waiting to us for pass.  Here we see C44-10W #7304 and on the rear was brand new ET44C4 #3913.

 At Brendel UP ES44AC #8074, AC4400 #7927 and SD70ACe #8468 were on hand with a string of MoPac hopper cars at the Uranium tailings cleanup site.

 The ELBA siding was being used to store a trail of coal hoppers.

At this point we start getting into the Ruby Canyon complex of the Colorado River.  There are no roads into this canyon so the only ways to see it are by watercraft or by train.

17-06-22 PHOTOS: Mormon Morning

Today is Two D of my most recent long haul Amtrak trip and I am walking up after a good night's sleep in the Dry State of Utah.  Back in 2014, I my train was running a few hours late so I scored some great sunny photos with a lot of classic DRG&W infrastructure.  Well this year my train was on time and all of the Rio Grande signals had been replaced by Darth Vaders.  I was also a bit sleepy because Caffeine was unavailable for some reason 🙄

Anyway, due to the time of day and other factors this set is pretty brief.  You can find the full set here.

I actually got to the back of the train at about the same point as before.  A Y ended pocket track siding named GILLULY.  While the searchlight signals were gone, each interlocking featured a MoPac style triangular dwarf stack arrangement for the pocket track.  Additional clear signals indicated a train was approaching on Track #2,

The siding was just short of a switchback complex called the Gilluly Loop.  Here you can see a descending coal train about 100 feet above.

Power was provided by AC4400's #6038 and #6829.

On the rear was a long ES44AC,  #7409.

Wow, I didn't know the west had water!

 The KYUNE siding featured another center pocket track.  Here is a closeup of the dwarf signal and Y switch.

The interlocking limits had been moved on to the east side of a short pair of tunnels, replacing what had been automatic repeater signals.

A short time later a second pair of tunnels cut off a bend in the river.

Check out those red banded cliffs!

Entering the town of helper, the train is greeted(?) by a signal bridge for westbound movements.

The Amtrak and Union Pacific stations at Helper.  Yes, the town was a helper base for the DRG&W railroad. 

 A long string of GE and EMD units were sitting in an otherwise empty Helper yard.  Units included brand new ET44AH #2590 followed by ES44AH #2532 and SD70ACe's #8599 and #8901.

Well I said it would be short and it was!  Tune in next week as we set out across the deserts of eastern Utah and western Colorado.