Amtrak's Lincoln Corridor is part of an Illinois State project to create a 110mph high speed train service between St Louis and Chicago with travel times in the 3-4 hour range. Flat and straight the line's main issue are grade crossings, a single track layout with passing sidings and rural communities with a rather lax attitude towards rail safety. The following videos capture the section of the line between Joliet and Dwight, throughout the Springfield terminal area and then southern end of the line from Alton to the start of the Terminal Railroad at WR Tower. Generally note the concrete ties, anti-personnel fencing in built up areas, elaborate grade crossing protections and high/higher speed turnouts on new and extended passing sidings.
In the first pair of videos we have a rear view from the back of Amtrak Train #21, the Texas Eagle, as it runs
from the station stop at Joliet to just north of the town of Dwight,
which is a stop for Lincoln Service trains. Note METRA's recently closed UD tower, which is being converted into a
museum, and the new island platform at Joliet, as well as the entrance to UP's Global Four intermodal facility.
The last time I traveled this route back in 2005 it was somewhat of a backwater as UP had a second, more preferred line between Saint Louis and Chicago. B&O CPL signals were still present, sidings were far apart with slow entrance and exit speeds. Today over a billion dollars in state funding has completely rebuilt the line, but the 110mph speeds have yet to be achieved in regular service.
Here we see one of the slower parts of the line where it picks its way through downtown Springfield, IL, the state capitol. At about 5:10 in the video was the location of the old RIDGLEY tower, which, at the time of its closure in 2010, featured the last mechanically operated switch points in North America. The tower was demolished shortly after its closing. After the station stop the train slowly moves out of the city before running a couple of miles on NS Springfield-Hannibal District.
The southern end of the corridor past Alton (or Chicago and Alton fame) was the last to be rebuilt with WANN interlocking and it's CPLs and LENOX tower being closed only in 2018. There is still some hints of old school railroading in the layouts like the split single track mains and the outside single slip switches at WOODRIVER interlocking. Note the bright new CPLs at LENOX along with the closed tower and the NS traffic on their adjacent line.
Finally our train enters TRRA trackage at WR TOWER. The interlocking contains some poor man's single slip switches, but the tower itself was demolished decades ago.
Hope your all enjoyed this abbreviated tour of the Lincoln Corridor. Next week I'll be back with some photos on the old MoPac Texas Eagle route in the Big State of Texas.
Wednesday, March 27, 2019
19-03-27b PHOTOS: Heritage Corridor
The first leg of my actual journey on Amtrak's Train #21, the Texas Eagle, runs along the Metra "Heritage Corridor", which gets its name from the Illinois and Michigan Canal Heritage Corridor along which the rail line runs. In railroad Terms the line is the old Chicago and Alton which ran between Chicago and Alton in a similar fashion to the way Richmond, Fredericksburg and Potomac ran a single line between rail hubs in Alexandria and Richmond Virginia. The Alton was purchased by the B&O in 1931 then transferred to the Gulf Mobile and Ohio, which later merged with the Illinois Central before being ultimately purchased by Canadian National. The route below Joliet was sold by the IC and eventually passed to the Southern Pacific that finally became part of Union Pacific in 1994, but CN/IC retained ownership of the Heritage Corridor section due to a sizable amount of local industry. Today the line is part of the larger Lincoln Corridor, 110mph high speed route that connects St Louis, Springfield and Chicago with a 5 daily round trips, however due to the large amount of conflicting freight traffic, METRA service only consists of a handful of peak direction weekday runs.
Freight conflicts are endemic to this route due to the presence of four major at-grade crossings that can be tied up for long stretches by freight movements trying to negotiate the congested Chicago terminal area. Closures of interlocking towers and increased dispatcher workload has made coordination impossible and it is not uncommon for Amtrak traffic to get hit with sizable delays on this 30 mile stretch. Fortunately my train only lost about 20-30 minutes for a variety of reasons. You can view the entire set of photos here (mirror) and a video of the entire run here.
After turning onto the old Alton at 21ST ST crossing, the line parallels the CTA Orange Line to Midway . Here we see a CTA Orange Line train led by 2600-series car #2958 pacing the Eagle near Bridgeport.
Here we see the same train after passing the old BRIDGEPORT drawbridge over Bubbly Creek. The CN Joliet Sub's speed in this area of 40mph allowed the transit train to keep up even with its frequent stops. With new 7000 series cars getting ready to replace the 2600-series, the Budds were moved to the Orange line which had previously been the domain of M-K built 3300 series cars.
The first of the major at-grade crossings is BRIGHTON PARK where the Alton crosses the former PRR "Panhandle" and B&OCT main lines that loop around the backside of Chicago. Until 2007 the crossing was non-interlocked, instead protected by stop signs with a switch tender displaying proceed signals to trains using a system of mechanical semaphores.
A bit to the south sits the Amtrak Brighton Park car shoppes. Built to support the RTG Turboliners in the 1970's, the shoppes continue to be used to perform a variety of maintenance tasks on the midwest single level coach fleet.
This ancient cantilever signal structure is a remnant of the line's B&O heritage, which resulted in B&O Color Position Light signals being present from the 1930's through until 2018.
CORWITH interlocking and its three sets of diamonds sits at the immediate west end of the former Santa Fe Corwith Yard, their gateway in the Chicago terminal. Until the merger frenzy of the 80's and 90'd, only the Santa Fe and Milwaukee Road offered "one seat" service to the Pacific coast. CORWITH tower, located on the left between the two sets of diamonds, was closed and demolished in 2009.
BELT JCT marks where the Alton crosses the Belt Railway of Chicago, the innermost of the three Chicago terminal railways. Note the strange rusty crossover.
The Summit station is served by both Metra and Amtrak Lincoln trains with the latter using it as an option for people traveling to/from the Chicago suburbs.
We happened upon a CN local switching a local industry with a cut of cars occupying Track #2. The Grand Trunk Western
Freight conflicts are endemic to this route due to the presence of four major at-grade crossings that can be tied up for long stretches by freight movements trying to negotiate the congested Chicago terminal area. Closures of interlocking towers and increased dispatcher workload has made coordination impossible and it is not uncommon for Amtrak traffic to get hit with sizable delays on this 30 mile stretch. Fortunately my train only lost about 20-30 minutes for a variety of reasons. You can view the entire set of photos here (mirror) and a video of the entire run here.
After turning onto the old Alton at 21ST ST crossing, the line parallels the CTA Orange Line to Midway . Here we see a CTA Orange Line train led by 2600-series car #2958 pacing the Eagle near Bridgeport.
Here we see the same train after passing the old BRIDGEPORT drawbridge over Bubbly Creek. The CN Joliet Sub's speed in this area of 40mph allowed the transit train to keep up even with its frequent stops. With new 7000 series cars getting ready to replace the 2600-series, the Budds were moved to the Orange line which had previously been the domain of M-K built 3300 series cars.
The first of the major at-grade crossings is BRIGHTON PARK where the Alton crosses the former PRR "Panhandle" and B&OCT main lines that loop around the backside of Chicago. Until 2007 the crossing was non-interlocked, instead protected by stop signs with a switch tender displaying proceed signals to trains using a system of mechanical semaphores.
A bit to the south sits the Amtrak Brighton Park car shoppes. Built to support the RTG Turboliners in the 1970's, the shoppes continue to be used to perform a variety of maintenance tasks on the midwest single level coach fleet.
This ancient cantilever signal structure is a remnant of the line's B&O heritage, which resulted in B&O Color Position Light signals being present from the 1930's through until 2018.
CORWITH interlocking and its three sets of diamonds sits at the immediate west end of the former Santa Fe Corwith Yard, their gateway in the Chicago terminal. Until the merger frenzy of the 80's and 90'd, only the Santa Fe and Milwaukee Road offered "one seat" service to the Pacific coast. CORWITH tower, located on the left between the two sets of diamonds, was closed and demolished in 2009.
BELT JCT marks where the Alton crosses the Belt Railway of Chicago, the innermost of the three Chicago terminal railways. Note the strange rusty crossover.
The Summit station is served by both Metra and Amtrak Lincoln trains with the latter using it as an option for people traveling to/from the Chicago suburbs.
We happened upon a CN local switching a local industry with a cut of cars occupying Track #2. The Grand Trunk Western
19-03-27a PHOTOS: Chicago Union Station - Taylor Street
Connecting on Amtrak Long Distance through Chicago in the westbound direction is actually a pretty nice affair. Eastern LD trains tend to not miss that is a good 5 or so hour connection, the new sleeper lounge in Union Station is a wonderful place to hang out and the station is just a few short blocks from an iconic rail photography location, the southerner approach to Chicago Union Station itself. Typically these photos are taken from the Roosevelt Avenue overpass located south of the four scissors ladder tracks and north of the Amtrak and METRA layover yards. However this time I noticed that the old stub of Taylor street that only serves as a pull-in for the large postal facility, was still a public right of way over the tracks and seeing as how nine (pause) eleven was 20 years ago I probably wouldn't get hassled by security.
Of course I later walked over to Roosevelt Ave and then to the nearby Binny's to pick up some potent potables for the Texas Eagle leg of my journey, but I'm sticking with the Taylor Street angle. You can see the complete set of photos here.
Here we see the view from the Taylor Street overpass. The METRA coach yard is on the right, accessed by the 0 track and Amtrak's trainset storage facility is on the left. Photographers typically prefer Roosevelt due to the excellent morning lighting, but they are also pretty much the same angles people have been capturing for decades.
CP-TAYLOR, serving tracks 5 through 8, governs Amtrak trains moving in and out of the higher numbered tracks on the south side of Chicago Union Station.
Here is a close up shot of METRA F40PH-3 #114 as it pushed a deadhead commuter trainset in from the yard.
Amtrak Pere Marquette trainset being pushed by SC44 #4613 towards the Lumber Street wye for turning after its arrival from Grand Rapids, MI.
The outbound Amtrak wye move meets an inbound METRA Aurora Line train led by gallery cab car #8537 under the southbound CP-ROOSEVELT signal bridge. Power was provided by METRA F40PH-3 #181 in the new lightning stripe paint scheme.
Another METRA train, either Heritage or Southwest service, soon arrived led by cab car #8479 and powered by F40PH-3 #187.
Of course I later walked over to Roosevelt Ave and then to the nearby Binny's to pick up some potent potables for the Texas Eagle leg of my journey, but I'm sticking with the Taylor Street angle. You can see the complete set of photos here.
Here we see the view from the Taylor Street overpass. The METRA coach yard is on the right, accessed by the 0 track and Amtrak's trainset storage facility is on the left. Photographers typically prefer Roosevelt due to the excellent morning lighting, but they are also pretty much the same angles people have been capturing for decades.
CP-TAYLOR, serving tracks 5 through 8, governs Amtrak trains moving in and out of the higher numbered tracks on the south side of Chicago Union Station.
Here is a close up shot of METRA F40PH-3 #114 as it pushed a deadhead commuter trainset in from the yard.
Amtrak Pere Marquette trainset being pushed by SC44 #4613 towards the Lumber Street wye for turning after its arrival from Grand Rapids, MI.
The outbound Amtrak wye move meets an inbound METRA Aurora Line train led by gallery cab car #8537 under the southbound CP-ROOSEVELT signal bridge. Power was provided by METRA F40PH-3 #181 in the new lightning stripe paint scheme.
Another METRA train, either Heritage or Southwest service, soon arrived led by cab car #8479 and powered by F40PH-3 #187.
19-03-27 VIDEOS: Chicago Terminal Approaches
Once again it is time for a special video post. Typically when my efforts at still photography are being hampered by backlighting or inclement weather, I break out the old GoPro and stick it up on the back window to salvage something from an otherwise sub-optimal situation. In this case I was presented with an opportunity to document the Chicago Line approach into Chicago on Amtrak's Train 29, the Capitol Limited. Later in the day I got some better lighting conditions outbound on the Metra Heritage Corridor onboard Amtrak's Train 21, the Texas Eagle.
The first video covers the segment between CP-479 and CP-500, which covers the famous Porter Junction where the Amtrak Michigan Line diverges at CP-482. Over the past 10 years NS has invested heavily in this stretch to increase capacity for the Wolverine Service passenger trains that use the Chicago Line between 21ST ST and CP-482. This includes a new CP-485, a relocated CP-490 connected to a new CP-492 with a new controlled siding, a new CP-494 and a new CP-500. For this one the NS dispatchers did a pretty good job of routing my train around numerous westbound freights.
The next video covers the segment between CP-501 and CP-ENGLEWOOD. Notable parts include the now closed HICK tower, a fully signaled third track between HICK and CP-509, a westbound NS freight crossing into yard tracks at CP-506, a new full crossover equipped CP-507, two NS freights waiting for a CSX train to pass through the second track on the CP-509 lift bridge and the new METRA flyover at CP-ENGLEWOOD that eliminated a 3x2 set of diamonds.
The last Capitol Limited video covers the final segment between CP-ENGLEWOOD and the South Branch Bridge at 21ST ST crossing. Note the partly green painted GP33ECOs in the NS 47th St Yard, which were rebuilt as lower emissions locomotives with money from a Federal grant. Most NS traffic turns off at CP-518 and then travels to various yards via the old PRR Panhandle/B&OCT route through the Brighton Park and Ash St crossings. The 21ST ST crossing involves the former Alton railroad, later a part of the GM&O, Illinois Central Gulf and ultimately Canadian National.
It is to the former Alton route that my last video takes us, with the video starting right before BRIDGEPORT interlocking with a CTA train running parallel on the Orange Line. Amtrak Train 21, the Texas Eagle, crosses at grade the 5 tracks at BRIGHTON PARK, then 3 more Santa Fe tracks at CORWITH, two Belt Railway of Chicago tracks at BELT JCT and finally another two Indiana Harbor Belt tracks at ARGO. Along the way Train 21 passes a CN local with a Grand Truck painted Geep and some MoW work around Lockport before finally ending up at the rebuilt Joliet Union Station.
Tune in next week as we head back to Chicago for some various Chicago Union Terminal photos.
The first video covers the segment between CP-479 and CP-500, which covers the famous Porter Junction where the Amtrak Michigan Line diverges at CP-482. Over the past 10 years NS has invested heavily in this stretch to increase capacity for the Wolverine Service passenger trains that use the Chicago Line between 21ST ST and CP-482. This includes a new CP-485, a relocated CP-490 connected to a new CP-492 with a new controlled siding, a new CP-494 and a new CP-500. For this one the NS dispatchers did a pretty good job of routing my train around numerous westbound freights.
The next video covers the segment between CP-501 and CP-ENGLEWOOD. Notable parts include the now closed HICK tower, a fully signaled third track between HICK and CP-509, a westbound NS freight crossing into yard tracks at CP-506, a new full crossover equipped CP-507, two NS freights waiting for a CSX train to pass through the second track on the CP-509 lift bridge and the new METRA flyover at CP-ENGLEWOOD that eliminated a 3x2 set of diamonds.
The last Capitol Limited video covers the final segment between CP-ENGLEWOOD and the South Branch Bridge at 21ST ST crossing. Note the partly green painted GP33ECOs in the NS 47th St Yard, which were rebuilt as lower emissions locomotives with money from a Federal grant. Most NS traffic turns off at CP-518 and then travels to various yards via the old PRR Panhandle/B&OCT route through the Brighton Park and Ash St crossings. The 21ST ST crossing involves the former Alton railroad, later a part of the GM&O, Illinois Central Gulf and ultimately Canadian National.
It is to the former Alton route that my last video takes us, with the video starting right before BRIDGEPORT interlocking with a CTA train running parallel on the Orange Line. Amtrak Train 21, the Texas Eagle, crosses at grade the 5 tracks at BRIGHTON PARK, then 3 more Santa Fe tracks at CORWITH, two Belt Railway of Chicago tracks at BELT JCT and finally another two Indiana Harbor Belt tracks at ARGO. Along the way Train 21 passes a CN local with a Grand Truck painted Geep and some MoW work around Lockport before finally ending up at the rebuilt Joliet Union Station.
Tune in next week as we head back to Chicago for some various Chicago Union Terminal photos.
19-03-27 PHOTOS: Chicago Line Backlit
On the first morning of my 2019 Amtrak trip from Washington, DC to Dallas, TX, my westbound Capitol Limited is surprisingly on time as it passes through Elkhart, IN. Unfortunately for eastward photography, the former Conrail Chicago Line aligns with the riding sun for most of its route resulting in what I will generiously describe as "sub-optimal" lighting conditions. Nevertheless, some twists and turns, combined with conditions changing over the course of the morning resulted in a halfway reasonable set of photos running from CP-435 near South Bend to Amtrak's 21ST ST crossing in Chicago.
I'll begin with an example of the severity of the backlighting as my Amtrak Train 29 passes through CP-425 at the west end of Elkhart Yard. The hour is so golden I was expecting a Transformers film to break out!
Near South Bend the right of way finally turned out of the path of the rising sun. CP-435 sports some original Conrail signals along with a Conrail style relay house with an NS high-rail pickup parked nearby.
Capitol Limited making a stop at the inconveniently located South Ben passenger station located about 2 miles west of downtown. Shoved out of the historic passenger station to eliminate platforms and other legacy infrastructure gumming up the junction between the Chicago Line and the Grand Trunk Western South Bend Subdivision, Amtrak located its new Amshack at the South Shore's non-downtown South Bend terminal. Later the South Bend relocated its terminal to the adjacent airport, stranding Amtrak passengers in the middle of nowhere.
Evidence of a major derailment at the MP 460 intermediate signals.
Pair of NS C44-9W's heading east with a unit train of autoracks.
CP-483, aka Porter Jct, is where the lake Shore and Michigan Southern crossed the Michigan Central railway and joined with the Pere Marquette (seen here heading off to the left, now owned by CSX). Today the Michigan Central is Amtrak's M110mph ichigan Line and Porter marks the beginning of the congested Chicago Terminal zone where morning Amtrak Wolverine Service and Long Distance trains do battle with NS freights as they try to get to Chicago on time.
Overtaking a westbound NS doublestack train led by NS ES44AC #8053.
Eastbound CSX train with run through BNSF power consisting of ES44AC #6151, ES44DC #7581 and ES44C4 #8005 on the CSX Barr Sub at Curtis.
Rear end of NS C44-9W #9308 as it tows some uncovered steel coils near Gary.
Another pair of eastbound NS C44-9W's, #9362 and #9099, between CP-501 and CP-502 in the Indiana Harbor area.
I'll begin with an example of the severity of the backlighting as my Amtrak Train 29 passes through CP-425 at the west end of Elkhart Yard. The hour is so golden I was expecting a Transformers film to break out!
Near South Bend the right of way finally turned out of the path of the rising sun. CP-435 sports some original Conrail signals along with a Conrail style relay house with an NS high-rail pickup parked nearby.
Capitol Limited making a stop at the inconveniently located South Ben passenger station located about 2 miles west of downtown. Shoved out of the historic passenger station to eliminate platforms and other legacy infrastructure gumming up the junction between the Chicago Line and the Grand Trunk Western South Bend Subdivision, Amtrak located its new Amshack at the South Shore's non-downtown South Bend terminal. Later the South Bend relocated its terminal to the adjacent airport, stranding Amtrak passengers in the middle of nowhere.
Evidence of a major derailment at the MP 460 intermediate signals.
Pair of NS C44-9W's heading east with a unit train of autoracks.
CP-483, aka Porter Jct, is where the lake Shore and Michigan Southern crossed the Michigan Central railway and joined with the Pere Marquette (seen here heading off to the left, now owned by CSX). Today the Michigan Central is Amtrak's M110mph ichigan Line and Porter marks the beginning of the congested Chicago Terminal zone where morning Amtrak Wolverine Service and Long Distance trains do battle with NS freights as they try to get to Chicago on time.
Overtaking a westbound NS doublestack train led by NS ES44AC #8053.
Eastbound CSX train with run through BNSF power consisting of ES44AC #6151, ES44DC #7581 and ES44C4 #8005 on the CSX Barr Sub at Curtis.
Rear end of NS C44-9W #9308 as it tows some uncovered steel coils near Gary.
Another pair of eastbound NS C44-9W's, #9362 and #9099, between CP-501 and CP-502 in the Indiana Harbor area.
Tuesday, March 26, 2019
19-03-26 PHOTOS: Capitol Limited Spring
I wrapped up my main series of Amtrak Cross Country LD trips in 2017 with a makeup run on the sunset Limited between San Francisco and Denver. Since 2011 I had gone on 8 western LD trips, some routes more than once, but I still had one omission from my collection and that would be the Texas Eagle. Now in theory I should have arranged another cross country run to take an Eagle through sleeper from LA to Chicago, but since I had already done the Sunset Limited twice and the Eagle portion of the trip was practically bankrupt in the scenery department, my travel buddies were not supportive of the plan. After taking the 2018 season off, I found an opportunity in the spring of 2019 to ride the Eagle westbound to Dallas, with an westbound Capitol Limited segment from Washington to Chicago. This would allow us to try out the new sleeper lounge in Chicago Union Station as well as have a few hours for Chicago things.
This trip will be documented in 6 or 7 photo posts, starting with the Capitol Limited heading out of Washington, DC. While I am not a stranger to this route, I often am stuck riding in the depths of winter when the rear car is closed and the sun sets before 5pm. While March is no June, it is certainly no December and I had usable light all the way through Cumberland, MD. Also included at some photos in an around Washington Union Station and the DC Metro. The full set can be found here (mirror).
My trip begins early on a Tuesday morning at the BWI Rail Station with an southbound Acela Express with power car #2017 running ahead of my MARC express train led by K-car #7847.
I had an activity in DC prior to my late afternoon Amtrak departure and caught 7k car #7606 at Union Station and 3k car #3062 at Metro Center.
Power for my Train #29 that day was the single Amtrak P42DC #136. This would leave only about 3600hp available for traction and reduce any ability to make up time lost en-route.
On the adjacent track was Amtrak ACS-86 #652, leased to MARC to supplement its HHP-8 fleet for use on heavy peak period express trains.
Amtrak SW1000R end cab switcher #796 was still going strong in its job towing lite power and trainsets out of the stub end terminal. Here the little pup is posing in front of the Union switching substation.
As it was the start of the afternoon rush, VRE MP36PH-3C #V59 with an outbound VRE trainset.
This trip will be documented in 6 or 7 photo posts, starting with the Capitol Limited heading out of Washington, DC. While I am not a stranger to this route, I often am stuck riding in the depths of winter when the rear car is closed and the sun sets before 5pm. While March is no June, it is certainly no December and I had usable light all the way through Cumberland, MD. Also included at some photos in an around Washington Union Station and the DC Metro. The full set can be found here (mirror).
My trip begins early on a Tuesday morning at the BWI Rail Station with an southbound Acela Express with power car #2017 running ahead of my MARC express train led by K-car #7847.
I had an activity in DC prior to my late afternoon Amtrak departure and caught 7k car #7606 at Union Station and 3k car #3062 at Metro Center.
Power for my Train #29 that day was the single Amtrak P42DC #136. This would leave only about 3600hp available for traction and reduce any ability to make up time lost en-route.
On the adjacent track was Amtrak ACS-86 #652, leased to MARC to supplement its HHP-8 fleet for use on heavy peak period express trains.
Amtrak SW1000R end cab switcher #796 was still going strong in its job towing lite power and trainsets out of the stub end terminal. Here the little pup is posing in front of the Union switching substation.
As it was the start of the afternoon rush, VRE MP36PH-3C #V59 with an outbound VRE trainset.
MARC single level cab car #7759 rolls past K TOWER with a Camden or Brunswick line trainset and MARC MP36PH-3C #24.
Friday, February 22, 2019
19-02-22 PHOTOS: Shoreline Zoom
The objective of my 2019 NEC trip to Boston was to test out my new mid-range digital camera after a number of runs with my DSLR. Although a class upgrade coupon was now required to get me into the rear car, vestibule access continues to be sporadic and I wanted to see how the new camera with its better electronics and crazy zoom would handle shooting through both rear windows. To get to Boston before noon I was once again on Train 190 with a plan to sleep through New Haven then be on call for photos to fill in a few remaining gaps on the Shore Line. In addition to the survey photos I also have a bunch of better photos from both South and Penn stations. The full set can be found here (mirror).
We begin with NJT ALP-46 #4624 at New York Penn Station along with Amtrak ACS-86 #639.
Skipping ahead a bit I next caught Amtrak Acela Express power car #2032 just east of the SS71 DEVON movable bridge.
View through the Connecticut River drawbridge.
New Haven tower SS119 GROTON near New London, CT.
More New Haven RR towers near Providence. SS154 LAWN and SS156 BOSTON SWITCH.
Although I already had completed my video documentation of the NEC I set up the camera again to capture the changes between the rebuilt Kingston Station and the new TF Greene Airport station as well as everything between Providence and Route 128.
We begin with NJT ALP-46 #4624 at New York Penn Station along with Amtrak ACS-86 #639.
Skipping ahead a bit I next caught Amtrak Acela Express power car #2032 just east of the SS71 DEVON movable bridge.
View through the Connecticut River drawbridge.
New Haven tower SS119 GROTON near New London, CT.
More New Haven RR towers near Providence. SS154 LAWN and SS156 BOSTON SWITCH.
Although I already had completed my video documentation of the NEC I set up the camera again to capture the changes between the rebuilt Kingston Station and the new TF Greene Airport station as well as everything between Providence and Route 128.
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