18-03-31 PHOTOS: Perryman

With Amtrak making waves about eliminating intermediate signals along the NEC I am scheduling some trips to cover such an eventuality. One such signaling location is at Milepost 69 in Perryman, MD just south of Aberdeen. It happens to be adjacent to the Perryman Substation, which was built in 1935 as part of the Wilmington to Washington electrification project and provides an additional photography subject. You can find the full set of photos covering both these subjects here.

The Milepost 69 signals support three bi-directional tracks numbered 2, 3 and 4 from east to west. They were previously converted to LED lamps along with the BUSH interlocking high speed turnout project around 2010.

The Perryman Substation is a typical PRR intermediate substation with two 25hz transformers that step down 138kv transmission voltage to 12kv for the overhead wires.

The substation was built to accommodate 5 of the transformers, although only 2 were ever installed. The transformers are relatively new, having been installed around 2005, and have a capacity between 10 and 25 MAh.

The substation is fed by two 138Kv, split phase transmission lines. Although referred to in literature as a single phase system, the two transmission wires are offset 180o in phase, which provides the 138Kv figure. This trick allowed the PRR to save on costs and complexity as each wire is only at 69kv with respect to the ground. Although each transformer is typically fed through a single transmission line, it is possible to use field switches to feed either transformer from either transmission line as well as cross tying the two transmission lines together.

As another cost saving measure the PRR decided to place all of it's circuit breakers on the 12kv side of the substation with 138kv field breakers present only at Perryville, Zoo and Thorndale. High voltage faults will usually involve isolation of the complete electric region followed by the manipulation of HT field switches, such as those pictured above, under unloaded conditions.

In this side view we can see the configuration of the substation with the second 138kv transformer and the bank of 12kv breakers.

A progress tree erected within the fence line of the substation had been taken over by a mated pair of Osprey. These maritime raptors enjoy a diet completely composed of fish and appear to have a permanent chip on their shoulders.

Note the size of the talons which are perfect for snagging fish...or murdering you.

The pair was in the process of constructing a nest, much to the chagrin of every other bird in the area who were actively harassing the Osprey for the entire time I was there. Just goes to show that humans are not the only species to practice racially motivated housing bias.

18-03-04 PHOTOS: Buffalo Line North

As NS re-signaling efforts continue to wipe away large amounts of PRR heritage, I embarked on a mission to document the signaling on the NS Buffalo Line between Harrisburg and Lock Haven. Part one of this mission, between Harrisburg and Northumberland, was completed in the summer of 2017. Part 2 would cover the remaining signals between Williamsport and Lock Haven, specifically the Linden wye, CP-PINE, the two-track signal bridges and whatever was left over at CP-LANE and Lock Haven. Along the way I was also able to catch some power from NS and various local short lines.

You can view the entire set of photos here.

We begin back at Sunbury where in the previous trip we had neglected to visit an old Reading railroad signal bridge that once governed eastbound traffic at SF interlocking. Today the gantry spans a parking lot.

Adjacent to the signal bridge is the former Reading Railroad passenger station, which is now a law office.

In the former PRR Northumberland Yard NS SD60I #6754 and SD40-2 #613 were waiting to take out the next manifest freight to Harrisburg or Allentown.

The North Shore railroad runs on the north shore of the Susquehanna River's eastern branch and rents yard space in the former PRR Northumberland complex. Here we can see North Shore SW1500's #1942 and #2238.

The Linden Wye on the Buffalo Line west of Williamsport is bounded by CP-SOUTH LINDEN, CP-LINDEN and CP-RIVER. Here we see CP-SOUTH LINDEN with a new mast signal already in place. An earlier layout is evidenced by the long distance between the northbound home signal and the switch is protects. The re-signaling effort will contract the interlocking limits.

There is also evidence of both the old layout and the the use of pneumatic point machines by this rusting US&S A-5 unit and the out of service air line.

Originally serving two tracks, today the PRR signal bridge at CP-LINDEN supports a single signal.

There is another disused air plant, which was taken out of service sometime after 2006.

The Buffalo Line was an early CTC experiment for the PRR, which purchased custom relay huts, each with a keystone above the entry. Here the hut for CP-LINDEN is seen next to its replacements.

The Buffalo Line CTC project is also know for it's use of PRR pedestal signals with red lenses on the upper head diverging route signals.

CP-RIVER is located just north of the Susquehanna River bridge that connects to the various industrial tracks that serve Williamsport Proper. Although the Main Line, Rockville to Buffalo, runs through South Williamsport, the PRR had a line directly serving the city and also connecting to the Elmira Branch.

The signal used to be located at the far end of the bridge, but NS has already taken the trouble to relocate it and shrink the interlocking limits.

Another feature of the Linden Wye are automatic PRR dwarf exit signals on the tight eastern leg. Without a route lined at the next interlocking they default to Slow Approach. These are also to be eliminated.