In the summer of 2003 I was between school assignments and had a bit more time to take railfan day trips to places like New York City. On one such trip I made what was likely my so far only journeys to the termini of the (@) and ($) lines in the Bronx. Also included are a variety of NEC and HLBR photos. You can find the complete set of photos here ( mirror ).
Because the NJT RiverLINE had not yet opened I was forced to suck it up
and pay SEPTA's Trenton surcharge. Starting off at 30th St station I
happened to catch a north/westbound CSX train on the Philadelphia High
Line with a pair of leased SD40-2's providing the power. Such a sight
today would be highly unusual with the near total dominance of wide cab
road units on main line manifest freight trains.
The last of SEPTA's interlocking towers has been closed in the spring of 2003 and the new semi-automated CTC system was still causing some operational issues, specifically communication between SEPTA dispatchers and Amtrak operators at ZOO tower. In this case ZOO was not informed that an eastbound R7 would be heading out on track #1, typically used by eastbound R5 trains. The result was a mis-routing at ZOO interlocking which was corrected by getting the Trenton bound train stopped and re-routed over the "Berry" tracks that were previously used by PRR freight trains. I was later informed that this was likely the last passenger movement over #2 Berry track that was soon taken out of service and then removed as redundant.
Meeting a southbound Regional at North Philadelphia with a Phase III Aem-7 leading.
Skipping ahead to the IRT White Plains Road Line, my outbound (@) train passes an inbound (@) with a new set of R142's at the famous Simpson St curve. A re-signaling effort was under way to replace the 1940s/50s vintage IRT signaling.
A number of R36WF Redbird trainsets, some inexplicably signed for the (7), were still in service at the East 180th Street yard.
The train operator managed to photobomb my shot of the 6R signal at EAST 180TH ST interlocking. This was the last traditional tower controlled interlocking on the former IRT with the red signal plates indicating that old IRT signal indications are in use. where each head represents a different route with G/R being straight clear and R/G diverging clear instead of G/G and G/Y on the new system.
Both the White Plains Road and Jerome Ave lines retained some of their original interlocking towers, since closed and performing other roles. Most of these would be demolished over the next 10 years.
At Mosholu Parkway I encountered an R142 trainset undergoing acceptance testing. The first car was #6935 and the last #1211.
West 4th St tower on the other hand would find a way to stay open until 2019.
Taking PATH across the Hoboken, Comet 1 cab cars #5128 and. #5108 were still in service on their traditional Erie-Lackawana territory.
Also at Hoboken terminal was Comet III cab car #5010 and Arrow III MU #1516.
Heading over the the Hoboken Terminal HLBR platform LRV #2025 was ready to depart.
Departing for downtown Jersey City past former CNJ GP40P #4107 and the still open TERMINAL TOWER.
The extension along the Hudson River to the Townelle Ave stop was largely built, but not yet open.
LRV #2025 departing Exchange Place.
On The PATH back to Newark Penn station at WALDO interlocking.
On a previous NYC journey I was witness to a landslide in PATH's Bergen hill cut. Several months later the failed retaining wall had been replaced and reinforced.
HUDSON tower at the old Manhattan Transfer location.
Rolling past DOCK tower and into Newark Penn Station's platform H.
At that point it was time to proceed back to Philly via the costly SEPTA transfer at Trenton.
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