20-09-27 PHOTOS: Abandoned PA Turnpike

In the 1880's Pittsburgh industrialists conspired with the Vanderbilt Organization in an attempt to undermine the transportation services of the Pennsylvania Railroad. The enterprise, known as the South Pennsylvania Railroad would attempt to construct an alternative rail alignment along the southern tier of the state. As this route lacked a natural waterway to break through the various mountain ridges it would have to rely on a series of 9 tunnels to forge its own path. Work on these tunnels as well as other grading along the right of way commended in 1881, but by 1885 Vanderbilt was learning why the name brand Pennsylvania Railroad had followed the sinusoidal path of the Juniata river. Even with the tunnels and generally favorable conditions for the 50 miles in the Cumberland Valley west of Harrisburg, Vanderbilt faced the reality that even if the South Pennsylvania Railroad were completed, the result would be a lackluster alignment beset with sharp curves and steep grades. The solution was to admit defeat and declare a truce with the PRR, exchanging the SPRR right of way for the PRR's interest in the budding NY Central competitor West Shore Railroad.

For the next 50 years little was done with the SPRR right of way and in a move that may have ultimately proved short sighted the PRR sold it to the newly established Pennsylvania Turnpike Commission in 1938 for conversion into the nation's first inter-city limited access motorway. The most attractive part of the alignment for the Turnpike were the 9 mostly completed tunnels, with 7 being incorporated into the final design. Motor vehicle technology of the time made hill climbing particularly fraught and allowing 1930's cars and trucks to blast through mountain ridges at grade was critical to the highways success connecting the Pittsburgh and Philadelphia markets. However as motor vehicle technology and highway demand increased over the next 30 years, some of the tunnels became both less necessary and increasingly congested. The result was a bypass plan that would replace two tunnels just east of Breezewood, PA and a third at Laurel Hill with new alignments and open cuts. In 1968 13 miles of the original turnpike near Breezewood was abandoned in place and for the next 40 years it remained a curiosity for urban explorers. In 2012 it was re-opened as a bike trail with full access to both tunnels and their related support structures and in 2020 I was able to document the complex with the resulting photographs available here ( mirror ). Also included are some rail photos from Hagerstown, MD.

The abandoned section of the PA Turnpike included both the longest, Sideling Hill, and shortest, Rays Hill, tunnels on 8 tunnel system including the Northeast Extension. The first 4 miles of the abandoned section starting from the eastern end is still owned by the Turnpike Commission with parts being used for storage and police training. The eastern end of the bike trail is adjacent to the abandoned Sideling Hill service plaza, however that is pretty much just a parking lot with nothing to see. The first point of interest is the 6782 foot long Sideling Hill tunnel.

The intact 1938 tunnel portals show off the Art Deco design along with unsmoothed concrete facing designed to imitate the aesthetic of local rock formations. It is important to remember that this is a railroad tunnel adapted for automotive use and the original design makes that a bit more clear.

The headhouse located at each portal used a common design with a two story support building built into the left side of the abutment and a fan plant located on top. The support building consisted of a loading dock on the ground floor and general repair and mechanical room on the intermediate level. Here we have a view of the westbound Sideling Hill tunnel's loading bay with the door providing access to the tunnel.

Each support building had an internal staircase that in most cases have completely rusted away at the base making their use impractical.

Therefore access to the fan rooms is obtained by walking up the slopes adjacent to the headhouse and then circling around behind to enter via the stairs at the rear of the fan plant.

Located on both ends of the fan plant are two e-motor rooms where the electric motors that run the fans were located and maintained.

Each plant has two fans of the squirrel cage type that would provide positive pressure to push the noxious automobile exhaust fumes out from the main portals.

Each fan house provides access to a plenum that runs above the complete length of the tunnel to distribute the fresh ventilation air. Also visible are the remains of a metal trackway that runs just to the right of the plenum centerline. The railroad nature of the tunnel is even more apparent from the profile of the tunnel's true ceiling.

The slab of concrete diving the plenum from the roadway is supported in part by steel rods extending down from the ceiling.

17-11-21 PHOTOS: Tacony Mixup

Every Thanksgiving I head out to the NEC between Philly and Trenton on Railfan Wednesday to catch the smattering of extra trains and cars that supplement the normal weekday service due to the increased holiday ridership. In 2017 I went with Chuchubob to Holmesburg Jct and this year I think we had picked another station, however, on the way we stopped off at the Pennsauken Transportation Centre to catch some NJT atlantic City Line and RiverLINE action.

Unfortunately, due to a miscommunication, Bob thought we were taking SEPTA to the NEC location instead of driving and proceeded to board the ACL train, leaving me still on the platform! While I could have just waited for him to return via Center City, PATCO and the RiverLINE, I decided to meet him halfway at 8th and Market. We eventually wound up at the Tacony NEC station as that was the closest one we could get to in order to not miss the new Regional Extras running that day.

After that we proceeded up to West Trenton for lunch and to get some photos of the reconfigured and re-signaled R3 storage yard. You can view the entire set of photos here.

While waiting for the fateful ACL train a pair of NJT RiverLINE LRV's passed by, both wrapped in advertisements for Rutgers University. #3513 was heading north and #3508 was heading south.

The Philly-bound ACL train was led by NJT GP40PH-2B #4211.

The closely spaced signals at SAUK and JERSEY interlockings were both displaying Approach Medium as NJT is using the cab signal system to enforce the timetable authorized speed over the Delair Bridge.

Comet V cab car #6074 was on the rear of the ACL train.

Outbound Rutgers Wrapped RiverLINE LRV #3520.

Here we see #3520 knocking down the signals north of the Pennsauken TC station. It first encounters a Limited Clear signal onto the siding followed by an Approach Medium at an intermediate freight related interlocking for the exit from the siding. Before the extra interlocking was added, northbound trains would tend to get a Medium Approach Medium onto the single block siding.



In Pavonia Yard NS was running a sibling set of ex-Southern high hood GP38-2s, #5222 and #5223.

A rare non-wrapped RiverLINE LRV #3509 seen here at the Pennsauken TC.

Fall colours on display at the Tacony R7 SEPTA station.

First up was an eastbound 2-car R7 local with Silverliner IV #184. Longer R7 trains were running, but apparently not all day.

What I believe was Regional Extra #1195 with Amtrak ACS-86 #614.

17-10-14 PHOTOS: River Line Autumn Express

For the last few years Amtrak has been looking to cash in on the popular fall tourist train market with rare mileage excursions in October or November. Typically these have been with the more amenable Norfolk Southern, but in 2017 they somehow got CSX to approve a run up the West Shore Line, aka the River Line between Weehawken, NJ and Selkirk, NY. Also included was a circuitous run through Conrail SAA territory from CP-NK, across the Upper Bay lift bridge then over the National Docks and Northern branches to join up with the CSX River Line.

The return route was via the Amtrak Hudson Line on the east shore of the Hudson River, returning to Penn Station after a photo runby at Rhinecliff. Unlike 2016 I was unfortunately limited to side window shots as there were engines on both ends of the train this time due to a number of direction changes without an available wye. You can still see the entire photo set here.

The train was bracketed by Amtrak heritage engines #145 (Phase 3) and #156 (Phase 1) with Veterans painted electric ACS-86 #642 located behind #145 and ahead of conference Metroliner #9800. I positioned myself in the car next to #156, Metroliner cab car #9641. Here we see #156 as it awaits departure at Penn Station.

Here is the LVRR (not Conrail Lehigh Line) bridge with a COFC train passing over it at Amtrak's Hunter interlocking. The Autumn Express took the NJT Raritan Valley Line connection up to CP-NK where it would reverse direction to head eastward on the Lehigh Line.

The Lehigh Line terminates at CP-PIKE (Junction with the Chemical Coast Secondary) in the middle of the Oak Island intermodal yard. I caught CSX ES44AC #3024 hiding out under the NJ Turnpike overpass.

Nearby a rare 3600hp CSX SD50 (#8522) was hanging out on an industrial track.

View of the train snaking back along the National Docks Branch Jersey City viaduct as railfan watch on from the NJ Turnpike Extension.

 

Ex-SCL GP38-2 #2543 with ET44AH #3394 hanging out at the CSX North Bergen terminal.

Also in the yard was a second CSX ET44AH, #3371, and SD40-3 #4017.

Crossing the NY State Thruway just north of the state line.

Indian Point Nuclear Power Plant seen from across the Hudson.

Obligatory shot of the Bear Mountain Bridge.

The Newburgh-Beacon bridge.

Crossing Rondout Creek in Kingston, NY.

16-10-30 VIDEOS: Autumn Express - Amtrak Harrisburg Line

Rear vestibule access on the Autumn Express didn't just mean I could take great pictures out the back, I could also shoot video. In fact, thanks to my GoPro, I could do both at the same time. Although the NS freight route was the rare mileage, I saved my limited battery and memory card capacity for the faster / more exciting eastbound Amtrak Harrisburg Line run, including the NY->Pittsburgh subway. While in theory this line does have a railfan view from the Metroliner Cab Cars, the Autumn express run would be, well, express, and who can say no to that.

We begin with our departure from the former PRR Harrisburg Station. With me in the vestibule was an older gentleman and a kid, both railfans and sources of interesting commentary. This video includes a segment of wrong railing between STATE and ROY, where we return to track #1 to pass train 43, the westbound Pennsylvanian. We then proceed to RHEEMS interlocking where we cross back over to track #2.



Now because the eastbound Pennsylvanian and a westbound Keystone needing to do their thing at Lancaster before we tied up the platform, we were put on track to and then ran at reduced speed in order to kill time. I had gone to take a nap then returned to see the train moving at Restricted speed. At the time I assumed it was a signal problem, but actually they wisely wanted to keep the foliage train moving, even at a crawl, to avoid having the lookie lous stare at the same tree for half an hour.



After the easily amused railfans got their faux arrival photos at Lancaster, we departed and proceeded to run express all the way to Newark, New Jersey. This video just captures the part through to Downingtown where I cut it to change batteries in order to get the old PRR Main Line without a disruption. Note the new PARK interlocking, the old PARK tower and the still active THORN tower. Also note the closed Irishtown Rd crossing because stimulus money.



Now this video is something special. Like I said in the previous post, because of work in BRWN MAWR interlocking, our train was routed on Track 3 eastbound through PAOLI interlocking and then on to OVERBROOK. Not only are reverse movements on Main Line track #3 (the only Rule 261 track) uncommon, but since this video was taken, both tracks 2 and 3 through Paoli station were cut and removed to make way for an island platform :-( Also included in this video is the trip through the NY-Pittsburgh Subway (although that was also included as a stand-alone in the previous post).



Because of the catastrophic backlighting, I basically gave up on video and photos after we joined the NEC. I had previously shot GoPro video on the route and didn't see a need for another, worse edition. However I did get one short segment capturing SHORE interlocking and the Frankford Jct curve.



Well I hope you enjoyed my little rare millage trek across PA. Tune in next week as I return to the NS Reading line for some close up photos with friend of Subchat, Kevin Painter.

16-10-30 PHOTOS: Autumn Express - Amtrak Harrisburg Line

The final part of my trip on Amtrak's 2016 Autumn Express will cover Amtrak's Harrisburg Line, aka the former Pennsylvania Railroad Main Line between Philadelphia and Harrisburg. Amtrak would use the old PRR route to return the Autumn Express to New York City and with speeds up to 110mph the travel time would be a fraction of what it took to get out on the overall shorter freight route. Because of the faster travel time, Amtrak was able to schedule a special photo stop at Lancaster to allow the passengers to get out and take photos of the giant Autumn Express trainset as it backed up and then made a repeat arrival. After that it continued on to Philly, utilizing the famous New York->Pittsburgh Subway to access the westbound NEC. Unfortunately a North Philadelphia stop was not provided for those passengers needing to return to the philly area or points south.

You can find the photos from this section of the trip here, just scroll down about half way until you see the Harrisburg Station.

 The Harrisburg Station complex had recently been rebuilt with a new layout, new signaling and concrete ties on all the station tracks. Here we see the catenary inspection car sitting on track 5, just behind the PRR caboose and GG1 #4859 that are on display under the Harrisburg trainshed.

Departing through the new, simplified STATE interlocking. In addition to the tower being closed, parallel routes were eliminated and others were raised to 30mph from 15mph. Track 8 was also eliminated as a through track leaving track 4 as the only other through track aside from the high level platform tracks 6 and 7. This was likely necessary to support wide freight and equipment movements.

Here we see the graceful curve leading up to the Royalton flyover that allows the old log grade freight tracks to relocate to the west side of the right of way in order to branch off towards Columbia, PA. Located at the end of Harrisburg International Airport's single runway, the hulk of a a Convair VT-29B Samaritan used for fire training can be seen in the background.

After crossing over at ROY interlocking, we met Amtrak P42DC #96 with the westbound Train 43, Pennsylvanian waiting for its turn to proceed.

This squat structure is actually the old PRR LANDIS interlocking tower in Landisville, PA. A small table type interlocking machine installed controlled a diamond crossing with the Reading Company's Columbia branch. Long removed, it was one of the few at grade diamond crossings on the eastern part of the PRR Main Line.

Because we were running early and due to platform availability issues at Lancaster, we had to wait for both the eastbound Pennsylvanian and a westbound Keystone to pass before we were able to proceed through CORK interlocking. Train 42 was being hauled by P42DC #97 and the Keystone was being trailed by Metroliner cab car #9638.

16-10-30b PHOTOS: Autumn Express - NS Harrisburg Line

So the final "rare mileage" part of the 2016 Autumn Express was run over the NS Harrisburg Line between CP-WYOMISSING JCT, just west of Reading and CP-CAPITOL in Harrisburg. Of course this segment of track had been trodden before by the 2014 Autumn Express, that actually came and went over the route in both directions. Of course this year I was able to take photos out hr back whereas before I was not. You can find the full series of photos at the top of this photo set here.

After running up the ramp from the Reading Line, out train entered the Harrisburg Line at CP-WYOMISSING JCT. The Harrisburg Line between Reading and Harrisburg had been run under Rule 251 ABS up through the Conrail era, but a CTC project was one of the first orders of business for NS due to the 40-50 trains a day that traversed the line to serve both the New York and Philadelphia markets.

Although not as well known as the Reading Main Line between Philadelphia and Reading, the old Lebanon Valley Branch, as it was called, boasted a lot of Reading station infrastructure for both New York and Philly bound passenger services. Here we see old Reading stations in Wernersville and Lebanon.

 After crossing over at CP-DORF, we passed an eastbound merchandise train with a trio of NS locomotives including former Conrail C40-8W #8396 and a 5000 series SD40-2, and one unidentified Reading and Northern EMD.

The Penn Supply Milard quarry has a small fleet of ex-road power to shift the long aggregate trains through its loading facility. Here we see long time power B23-7 #250 and SD40M-3 #6521 along with a newly acquired ex-UP SD40.

A short distance away in the receiving yard was NS C40-9W #8865 and SD60E #6916. Both classes are common in the Harrisburg area.

In Palmyra, a cut of cars was being prepared for set-out by some road power including NS C44-9W #9519 and SD60 #6707. Note the osage oranges all over the track. 

NS GP38-2 #5303 was working the Hershey yard with a former Conrail cabin car. As you might surmise, the Hershey yard mostly supports operations for the Hershey company that has many plants in and around the Hershey, PA area.