In the fall of 2025 New Jersey Transit announced a "Meet The Fleet" open house at Hoboken Terminal where they could put a portion of their heritage and special scheme units on display. This is a typical low cost thing for families and kids who love their trains, however it also provided a rare opportunity to have a white card to take photos at the Hoboken Terminal platform ends, a space that often results in security getting called out. Anyway, I marked down the event on my calendar and set up for the usual Bordentown shuffle to reach the event from the Philly Area. The full set of photos also includes additional coverage of TERMINAL TOWER trackwork and signals.
While Hamilton might offer a one seat ride on the NJT Northeast Corridor Line, it also costs a fair amount to park there. Parking at the Bordentown RiverLINE station is free however and even after paying the RL fare one still comes out ahead with money going to the service vs a parking lot troll. Here we see RL LRV's #3518 heading south and #3519 going north.
At Trenton the eastbound SEPTA R7 had arrived on the North High track with Silverliner V #735 leading.
NJT service was running normally and I soon found myself at Secaucas Transfer where one can get an idea of the high density signaling that was installed in the late 1990s to support the project, by watching how quickly the signals progress.
This is probably only my 4th or 5th time using Secaucus since it opened and it still looks pretty good including classic electri-mechanical split flap displays.
NJT was running a special Meet The Fleet shuttle between Secaucus and Hoboken with a leading Comet V cab car that wasn't actually part of their fleet!
At the terminal buffers I caught this lineup of three Comet V cab cars, #6027, #6060 and #6073.
The "Meet The Fleet" event proper was situated on track #17 and featured new GP40PH-2B heritage units #4202 and #4208 in PRSL and Conrail colors respectively. Also in hand was Morristown and Erie GP15-1 #25, former Erie Lackawanna / NJT U34CH #3372, PRR heritage ALP-46 #4636 and EL heritage ALP-45 #4516. Beyond heritage NJT had also rolled out the #4506 that on a hat unit and the #4502 Veterans unit.
They say its easy to overlook the familiar. Despite living south of Baltimore for many years now I had never visited the MARC Camden Linestation in Laurel, MD, except while riding the service in passing. Well in the fall of 2025 I set out to not only capture most of a rush hour at Laurel, but also walk west to the nearby signal location and then east to the famed Laurel Racetrack station, where the service consists entirely of three weekday afternoon flag stops, all in the DC bound direction. The photos from this adventure can all be found here.
The Laurel depot building was constructed in 1884 and was rebuilt after a serious fire in 1992. More recently the platforms were rebuilt with long duration plastic lumber. Today it is open during the morning and afternoon peak times for waiting passengers and also houses a ticket vending machine.
A deadhead equipment move kicked off the afternoon rush with cab car #8047 and MP36PH-3C #22.
Apart from a brief station stop on the Texas Eagle in 2019, my only visit to Saint Louis had been visiting a friend back in 2005 and although I did get to run a lot of MetroLink, I was limited in photo capacity and time available to explore downtown. In 2025 I had the opportunity to return to Saint Louis and this time was able to allocate most of a day to "stupid railfan stuff" as my friend likes to refer to it. This was topped up with a late afternoon visit to the arch, although I lacked the time to actually go in and ride the arch. The resulting set of photos cover the MetroLink Blue Line, walking across the Eads Bridge and a good chunk of time walking around the new Gateway and old Union stations.
My place of lodging was relatively close to the Shrewsbury–Lansdowne I-44 station so that's where we started off the day. Here is Siemens SD-460 #4002 waiting at the platform. MetroLink came into service in the early 1990's with an initial order of SD-400's and then later added three more batches of updates SD-460 vehicles. #4002 here was purchased in the final batch in 2004-2005.
Here we see SD-460 #4012 at Laclede's Landing station, which is built into the western abutment of the Eads Bridge, which was the first bridge ever constructed across the main line of the Mississippi River using the then-revolutionary technology of tubular steel.
The Eads Bridge has a pedestrian walkway and a MetroLink station at each end which allows one to get in some steps while also getting in their required arch photos.
A significant rail freight corridor was in the path of the Gateway Arch urban renewal project. The solution was to create an overbuild that would hide the trains from view. Here we see BNSF ES44AC #5728 and C44-9W #5475 entering the eastern portal of the north tunnel.
Here we see SD460 #3016, #4002 (again), #3002 and #3004 at the East Riverfront station.
In September of 2025 I was able to score a work related trip to Boston and since I have been making about two trips per year to that city for the past decade it was somewhat difficult to figure out a railfan mission besides ride up and ride back. I ultimately came up with a nighttime round trip out on the Green Line C Branch to Cleveland Circle. This set of photos also has the distinction of being taken entirely with my phone camera as I was always in low light or actively traveling.
As is typical my trip kicked off at the Amtrak BWI Airport Rail Station. Upon arrival I caught ACS-86 #634 with a southbound Regional, however I would be on classic Acela set #17 with power car #2022 leading train #2252. At this point in time the Next Gen sets had officially entered service, but with only a single weekend round trip I would not be on one.
Here are some videos from the side window of #2252 including racing cars at the BELL flyover and passing through Trenton non-stop.
At the Penn Station "halftime" break I grabbed a photo of NJT ALP-46 class unit #4600.
Crossing the Connecticut River Drawbridge, work had started on its eventual replacement, which did not seem to be making use of the piers the New Haven had built for that purpose.
Old #2022 completed its trip, pulling into Boston South Station's track #6. I then proceeded South Station Under to catch a Red Line train to Shawmut.
Instead of waiting around at South Station Under, I caught a Braintree train to JFK UMass where a CRRC train with #01936 arrived for me to complete my journey down the Ashmont Branch.
Fortunately there was still plenty of classic rolling stock running around on the Red Line like 1970 vintage Pullman Standard car #01617.
As Penn Station Access ramps up on Amtrak's Hellgate Line between Sunnyside, Queens and New Rochelle Rochelle, it has started to put pressure on the Amber PRR Position Light signals that were installed in the 1980's to replace New Haven era semaphores. Some research indicated that some of the once nd future Hellgate Line signal locations were accessible for photography so I scheduled a NYC day trip to visit those at Mileposts 09 and 11 as well as Amtrak's new LEGGETT interlocking. As a bonus I got some photos of the old Bronx River movable bridge which is adjacent to a new linear park.
As usual the trip started at BWI with ACS-86 #613 ahead of whatever Amtrak Regional had reasonable prices. I then stayed overnight with family in South Jersey to get a jump on the next day's NYC activities.
Since I was unable to secure low cost Amtrak travel to NYC I decided to rely on NJT's RiverLINE making a PATCO connection at the Walter "Ayn" Rand Transportation Center.
There seemed to be a lot of NS road power lined up at Conrail's Pavonia Yard
A CSX road freight was crewed and ready to go with CM44AC #7247 leading.
NJT RiverLINE DMU #3510 at the Trenton buffer stops.
Getting to the southmost platform at the Trenton Amtrak/NJT station, an inbound SEPTA R7 was on the South High track with Silverliner V #809 leading. It departed shortly before my NJT arrived.
Back in 2024 I paid a visit to the Columbia Ave overpass over Amtrak's Northeast Corridor in Northwest Philadelphia. When later processing the events of the trip I realized that the location as adjacent to some Conrail era signaling accessible via the Fairmont Park disc golf course. When I was back in the area in the summer of 2025 I set out to rectify this oversight as well as getting some additional photos of traffic on the old Connecting Railway.
Reaching the 33rd St overpass that overlooked Amtrak's MANTUA required me to revisit the Columbia Ave location I visited in 2024. While there I managed to catch the "sequential" classic Acela set with power cars #2013 and #2012.
Amtrak's MANTUA interlocking used to be part of ZOO tower's territory up until the late 1990's. Today it is most notable for being where SEPTA and Amtrak traffic have to switch places for the former to head to 30th St Station's upper level while the latter descends to the lower. To partly remedy this conflict center track #3, formerly used by the PRR for freight, was given a "straight" shot to the "River Line" track to 30th St lower level while the SEPTA trains on outer track #4 are left to navigate a 30mph diverging move. In the videos below we see the 4W signal at MANTUA at first displaying Medium Approach and later Medium Clear to a pair of single unit Silverliners V, including #708, from Chestnut Hill West
Next along was a southbound Regional train with ACS-86 #657.
Next up was a northbound Regional with ACS-86s #636 and #626 running top and tail.
Running behind the Regional was an outbound SEPTA R7 Trenton train.
I was then surprised by the appearance of an Amtrak Next Gen Acela trainset with power cars #2133 and #2124. They were in the final stages of testing before entering service later in the month with simulated revenue trips running to a real, but unlisted schedule.
CP-PARK on the former Conrail Trenton Line has seen some modifications since the CSX takeover in 1999, however the east end still sports Conrail mast signals and the blue station sign.
People might best know the town of Glenwood Springs, CO as that extra long stop on Amtrak's California Zephyr, but there's a reason for the extra long platform and the generally high level of activity. Glenwood Springs is the locus of a non-winter tourism district that aincludes an amusement park, natural scenery and actual hot springs, not the type that just keep one's wagon train from dying. Glenwood Springs is also served by the privately operated Rocky Mountaineer, which preserves the concept of railroad promoted tourism practiced by the Denver, Rio Grande and Western. During a 2025 trip to Black Canyon of the Gunnison National Park I managed to manipulate the itinerary to include a stop at the Glenwood Springs Amtrak station in time for the arrival of westbound Zephyr Train 5. Also included in the set are additional photos of the semi-abandoned Tennessee Pass Line near Leadville.
The Glenwood Springs station was constructed in 1904 by the DRGW. It's size and opulence was a direct function of it catering to the upper class tourism market in a similar fashion to the Great Northern station in Whitefish, Montana. At the time western railroads played a large role in promoting tourist destinations as a method to see better returns from their passenger operations that would otherwise see little travel in the sparsely populated western United States. It is currently the second least least used station in Colorado behind Denver.
The original interior has been preserved with both an active ticket office, baggage service and an interior waiting room.
The Rocky Mountaineer maintains its own private waiting room for its ultra luxury offering. Passengers can either travel between Glenwood Springs and Denver or overnight at Glenwood Springs before continuing on to Moab.
Even on days when the Mountaineer isn't running, local hotels will continue to send shuttle vans to meet Amtrak Trains 5 and 6.
Westbound Amtrak California Zephyr Train 5 was running no more than the typical hour late with a trio of P42DC's providing power.
Amtrak P42DC #37 was leading with #22 and #14 behind.
