Waiting for a northbound MARC train at BWI, a peak period DC bound train was first to arrive on the far track with Kab Kar #7858 and HHP-8 #4911.
My MARC train was being hauled by MP36PH-3C #33. Note the smoke from heavy breaking.
At Baltimore Penn Station the cab car on my train was split lever Bomber #8058.
The low level track 1-3 platform had been completely removed in preparation for a high level conversion. Unfortunately this would mean the end of Baltimore's traditional brick paved platforms.
Departing Track #7 was a southbound MARC train with MP36PH-3C #17.
One discovery was the installation of a new southbound B&O style CPL dwarf signal on track #7 in CHARLES interlocking. This and an adjacent PRR style pedestal signal replaced a cantilever structure at the same location to make way for the new track #8 platform.
Although the exterior of the station was covered by scaffolding, the interior was pretty much the same as it always had been.
Looking westward out over track #1 and the disused light rail spur. The torn up brick portion of the low level platform can be seen along with the CHARLES interlocking track #3 cantilever signal.
Here we see the as of yet untouched rear of Baltimore Penn Statio, its concourse and the foundation for the new track #8 headhouse including an elevator pit. The new platform will be reached via a penetration (currently covered by white plastic sheeting) in the escalator/elevator structure serving the track #6/#7 "Amtrak" platform. This will eliminate the need to alter the original 1911 concourse.
Northbound view showing the new track #8 platform. Currently labeled track "F", it has been used to store MARC trainsets overnight since service was expanded in the 1990's. This and the reactivation of the track #1/#3 platform will expand the number of tracks at Baltimore Penn to 6 through and 1 stub. Currently tracks 1, 3 and F are used for MARC storage that ties up crew and track capacity in deadhead moves after the sets have finished their revenue service. The new platforms will allow sets to discharge passengers then be tied up for the night. Note there is room for additional tracks if the need should ever arise.
View of the concourse area from the side showing the track #1/#3 trainshed that has been stripped of its roofing material for repainting and restoration.
Amtrak ACS-86 #651 with a southbound Regional on track #7.
Northbound Acela power car #2014 arriving on track #6.
SEPTA Silverliner V #738 at Market East station.
PATCO was wrong railing across the Ben Franklin Bridge and I caught a westbound taking the crossover at 8th and Market interlocking before the arrival of my westbound train.
Here we have PATCO car #1083 at Haddonfield.
SEPTA M-4 car #1071 at 2nd Ave station just before the arrival of #1110
At 30th St Station NJT GP40PH-2B #4206 departs track #1 with an Atlantic City Line train just before the arrival of a southbound Acela Express Trainset with #2018 and #2004 and ACS-86 #644 leading a southbound Regional.
Jumping ahead to Severn, MD we find ACS-86 #651 passing under Maryland route 174 bridge.
Amtrak ACS's-86 #646 and #668 with Regionals at the old Severn Station Road grade crossing.
Acela power car #2021 passing the Severn Substation.
MARC 8000-series cab car and with a northbound Penn Line train and SC44 #85 with a southbound Penn Line train at Severn.
The Severn Station Road grade crossing was replaced by this nifty little underpass of the kind that one can't build any more because of ADA requirements and tunnels being scary.
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That's all for this trip. Next time I'll be back for the opening day of WMATA Silver Line Phase II.
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