After departing Altoona station we pass the old ALTO tower standing watch over the new signals for CP-COVE that replaced part of the old ALTO plant.
CP-ALTOONA, a 3-track full crossover with attached helper pocket replaced ALTO and CP-SLOPE at the base of the steep grade over the Alleghenies. Our train has been switched over to the bi-directional track 2 in order to get around the 20G intermodal train we had been stuck behind since Huntington.
PRR GP9 #7048 at the Horseshoe Curve Park. Recent brush removal has improved sight lines.
MG tower still stands at CP-MG after having closed in 1994. Back then it was more cost effective for Conrail to splice the existing signals and switches into the new solid state interlocking logic. Today the 1944 vintage PRR signal bridges are on their way out as the new signaling is tested in parallel due to the cost of labor dominating the cost of new physical things.
Although cab signal equipped NS C44-9W #9482 still leads, the trailing units on this oil train consist of KCS and CSX GE's.
An SD40E helper pack with NS #6305 and #6328 helps the long train descend the hill.
The PRR summit park at Gallitzin isn't defined by vintage PRR signals and will thus retain most of its appeal after the re-signaling project is complete.
With the long climb and twisting curves of the east slope behind us, the engineer is able to open the taps as the Pennsylvanian passes through CP-MO and accelerate up to 80mph allowing us to quickly catch up with the intermodal train we had been stuck behind east of Altoona. My train completes the overtake just as NS SD70M-2 #1076 is passing the Milepost #258 signals at Newport.
At CP-SO little trace of SO tower is left after it burned down in 2008.
An eastbound oil train struggles up the hill with two helper packs including class lead SD40E #6300.
Some weird special purpose flat cars in Conemaugh Yard just west of CP-C.
The Johnstown station platform serving tracks 2 and 3 as framed by the WW2 vintage MP #275 PRR automatic signal bridge. The location of the removed second platform is visible between tracks 2 and 1.
NS SD70M-2 #2744 hauling a an eastbound doublestack intermodal train behind NS C44-9W #9956 just east of CP-CONPIT.
Pretty much all of the remaining PRR Main Line stations have been reconfigured as single platforms, even where a second platform remains as is the case at Latrobe.
Amtrak P42DC #92 at Pittsburgh standing next to the private car Sugar Creek, which seems to live full time at the station.
Large oil train lashup crossing the Fort Wayne Bridge with NS SD40E #6348 in the lead followed by NS GP40-2 #3293, new NS ET44AC #3679, CN SD75I #5765 and BNSF AC4400 #5659. The train is likely empty and the first two units are likely on a transfer move with the last two running through to whatever oil field the train originated at.
Another westbound train over the Fort Wayne bridge featured NS SD40M-2 #1065, NS C44-9W #9389 and NS SD75M #2804.
Heading a bit east of the station we find the new and old signals at CP-PITT looking back towards the station.
Two NS C44-9W's, #9519 and #9277, proceed elephant style through CP-EAST PITT with an eastbound doublestack intermodal train.
Finally we head back to the Fort Wayne bridge where the daily Allegheny Valley Railroad transfer move is crossing back westbound to the yards on the north shore of the Ohio River. Leading is the road slug #405 paired with GP40-3 #4005 followed by Carload Express branded MP15 #1559 and AVR GP40-3 #4004.
Well that's all from Pittsburgh and the PRR Main Line. Next week I am heading back to Georgia for the first time since 2015.
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