As the SEPTA Mid-Winter Trip approaches its XXth year, the number of unvisited segments of Philadelphia's expansive rail network has continued to dwindle. In 2018 the MWT finally made it to both Thorndale and Newark, DE. Before that it had managed to cover the Airport, RiverLINE and West Trenton. For 2019 the choices for "virgin" MWT territory had swindled to Atlantic City, Elwyn and Norristown Elm St. For whatever reason, Elm St seemed to make the most sense so I bundled that together with a trip out to Warminster and a Route 102-R3 connection at Clifton-Alden to fill out the day. You can find the whole set of photos here ( mirror ).
With the PATCO cars fully rebuilt, I didn't have much need to go and catch "the good stuff", however express runs were always better than non-express runs so I once again headed out to Lindenwold to snag a semi-railfan window on one of the express trains that departed around 8am. The first train in happened a Philly-bound NJT Atlantic City Line train arriving on the lower level with GP40PH-2B #4209.
#4209 departed exactly at the same time as a westbound PATCO train and because the PATCO had to cross over, the NJT was able to get out to an early lead. Although the PATCO train had two station stops, the 30mph speed restriction east of Haddonfield and forced 45mph cab signal before that would make the race competitive before the lines split at Vernon.
The distance between a terminal crossover and the end of a platform is a major factor in terminal capacity so if you were ever wondering why PATCO put WEST LINDEN interlocking so far away from the platform its because it was added well after the line opened in 1969. Prior to that trains used the EAST LINDEN crossover directly to the east of the platform. If PATCO ever needed an extreme amount of TPH, both crossovers could be utilized to prevent delays. Here PATCO car #1035 clears the interlocking en route to terminal track #1.
Arriving trains typically alternate between tracks 1 and 2 at Lindenwold with #1103 headed into track #2. The left hand placement of the operator is a legacy of the line's OPTO system that uses 100% island platforms.
#1077 signed for an express run on Lindenwold track #2.
Golden Hour PATCO rebuilds #1087 on track #1 at Lindenwold.
Skipping ahead to Philly, SEPTA Silverliner V #840 at Market East.
En-route to Warminster we pass one of the last arriving Bombardier push-pull sets at the Reading Viaduct's MP 2.2 signal with SEPTA ACS-86 #907 in the lead.
Racing SEPTA #856 and a train of Silverliners V towards the 16th St Jct.
JENKIN tower at Jenkintown.
The morning group at Warminster. Not pictured was long time participant Phil N, who was in the hospital recovering from an infection.
SEPTA Silverliners IV #340 and #429 at the Warminster station platform. Using government assistance, the Reading extended its Hatboro line to a new Park N Ride in 1974.
Heading back from Warminster we took SL-IV #340 to Fern Rock for a transfer to the Broad St Line.
Our choice of trains at the Fern Rock Broad Street Subway terminal. Of course we went with the express.
After lunch at Reading Terminal Market, we found ourselves once ahead heading northbound on the Reading Viaduct. This time we made a left turn at 16TH ST JCT and then proceeded to wrong rail on the former Reading passenger main line.
The cause of the wrong railing was a brush and debris removal crew neat the long disused Shawmont station. Constructed in 1834m Shawmont is one of the oldest railroad stations in the country and was under threat of demolition until recently.
An inbound train led by Silverliner V #717 was waiting for us at the Miquon station as we crossover at the new RIVER interlocking.
Getting close to the end of the line at Norristown Main St, Elm St can just barely be seen in the distance.
The new Norristown terminal has been fully interlocked with power derails. The Stoney Creek Branch heads off to the left for Lansdale. Still, the line's capacity remains limited with storage for 3, 4-car trainsets.
SEPTA SL-IV #438 at Elm St.
The turnaround time at Elm St wasn't too bad and we were heading back to the Norristown Transportation Center on #438, which then departed towards Center City.
SEPTA N-5 cars #134 and #135 up at the Route 100 station. No, these aren't married pairs, someone in the yard just has OCD.
Junping ahead to 69th St Station's suburban trolley loop, we find the
old headhouse has been demolished and replaced with something far more
angular.
On the suburban trolley platform, #125 is #1 on the runway en route to Media.
SEPTA M-IV car #1135 sits on the 69th St loop track.
Our Route #102 K-car, #118, pulls in next and we ride it all the way to Clifton-Alden
Near the solstice one gets two Golden Hours per shift. Here is the Clifton-Alden PRR station on the R3 Elwyn.
Out last Regional Rail trip of the day came courtesy Silverliner IV #317. By this point in the trip, attendance had taken a bit of a hit.
A new signal at the ARSENAL signal bridge was evidence of SEPTA's project to turn University City into a new terminal station with a turnback track south of the platform . With the Reading side having an extra route, the excess cars can now serve a new station instead of pulling into Powlerton yard. The use of faregates will also ensure payment in what used to be part of the informally free Center City zone.
Wrapping things up with Silverliner IV #317 at Market East.
Thanks to everybody for attending and once again make sure you check out the information for the 2020 SEPTA Mid-Winter Trip walking tour that will take place on December 28th, 2020.
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