25-05-31 PHOTOS: RUTHBY

In 1997 SEPTA worked with DART First State to extend R2 Regional Rail service from Wilmington to Newark, DE. The project had an additional infrastructure component that constructed a new infill station at Churchman's Crossing and extended the stub end "A" track 2 miles northward from DAVIS interlocking in Newark to the new RUTHBY interlocking near milepost 36.4. Although reasonably accessible, the location is obscure enough to discourage most casual railfans. As a result I undertook a mission to see what RUTHBY was about. 

The size and location of RUTHBY interlocking was dictated by the bridge over Old Ogletown Road being only three tracks wide and the existing Milepost 36.2 automatic signal location being just close enough for reuse with the new configuration. The northbound signal structure is modern style tubular aluminum cantilever governing tracks 1 and A. Here we see a southbound Regional train with ACS-86 #654 passing by the RUTHBY location on track #3.

RUTHBY's party piece is an 80mph high speed turnout that was intended to allow SEPTA trains to diverge out of the way of potential Amtrak traffic at near their top service speed. Compared to a more typical 45mph Amtrak turnout this has 3 M3 point machines instead of 2 and an additional 2 M3 machines driving the movable point diamond. Total length of the turnout is 600 feet.

Although the northbound signal is likely the first tubular aluminum signal structure employed by Amtrak on the NY to Washington NEC, it is also one of the last uses of US&S PL-3 position lights before the product was removed from the catalogue in the early 2000's. The 9N signal governing Track A supports the flashing Green | position for the "Cab Speed" cab signal, which in this case would be an 80mph code. The 9N lower head is a single / position for Medium Approach and the lunar white Stop and Proceed marker, which is also seen on the 1N signa. 

This photo overlook is located behind a sod and gravel supply outfit. In addition to the Regional I was able to catch both Amtrak Crescents due to the northbound Train 20 running late. Train 19 was behind ACS-86 #658 and Train 2 was behind #605.

Here is a video montage of both Crescents and the Regional. 

The opposite side of the track is reachable from behind a housing development along a utility RoW. Here we see ACS-86 #615 with a northbound Regional. Note the track #2 rails are painted white as part of an experiment to reduce rail temperature on hot days.

As I mentioned before the opposite end of RUTHBY interlocking is co-located with the Milepost 36.2 intermediate signals, here seen with ACS-86 #624 with a northbound Regional.

While those is all the interesting photos from RUTHBY, here is some additional material from the BWI Airport Rail Station. First up is Veterans ACS-86 #642 with a southbound Regional. 

Then MARC MP36P-3C #35 leading a northbound Penn Line train with K-Cab Car #7852 on the rear.

Here is a southbound MARC train with ML cab car #8054, Bike car #7710 and SC44 #80.

My northbound Regional was being hauled by ACS-86 #616.

Wrapping things up with this photo of a PATCO meet in the Haddonfield trench. Westbound train has car #1046 leading.

That completes this set, check back next time as I check out the night life in Norwalk, CT.