18-04-23 PHOTOS: St Denis

I can get rather desperate for content in the spring. It's cold and wet and grey so I jut don't get out as much as I should. In 2018 I made an effort to squeeze sufficient content out of some local railfan sites and the St. Denis MARC station seemed to fit the bill. not only was it a commuter rail station with commuter rail service, it was at the junction of the CSX Capitol Sub, Baltimore Terminal Sub and Old Main Line Sub.

With daylight time back in effect I could catch about three passenger movements within a single one hour window. Also included in this set was a trip to the old HX tower about a mile east of St. Denis, some photos around DC Union Station and some photos and video from the Baltimore Belt Line. You can find the full set of photos here.

The MARC Camden Line doesn't have a lot of service and the St. Denis station in particular has even less. Of the six peak direction trains, only 3 stop at St Denis with all of the reverse peak bypassing the stop as well. Arriving before the first train of the day returned from DC I only saw one car in the lot when typically most MARC stations are overflowing into the adjacent residential areas. One big reason is the close proximity of the faster Penn Line Halethorpe station that likely siphons off anyone with a vehicle.

The eastbound shelter dates back a ways to the B&O / MD Dot days of the 70's and 80's, while the westbound platform features a newer bus style shelter. Before the adjacent ST DENIS interlocking was placed in service in 2006, the westbound platform was a low island located between the Old Main Line track and Capitol Sub track 1. Now the train simply platforms at the duckboards to conduct the limited passenger operations.

ST DENIS interlocking was constructed in 2006 as a replacement for the older HALETHOPRE interlocking about a mile to the east. This lengthened the storage area for inbound trains to the southern Baltimore Terminal yard complex that branches off at WEST BALTIMORE interlocking. Here we see an Approach Medium indication displayed for an eastbound train on Track #2.

A non-stopping westbound train then arrives with MARC multi-level cab car #8049 on point and MP36PH-3C #28 and SC44 #85 providing power. At this point the SC44 Charger locomotives were still undergoing testing and had to be paired with the existing locomotive stock.

View of the train as it rounds the sharp curve west of the station. Just out of sight the OML will split from the Capitol Sub just east of the Thomas Viaduct.

The first train back from DC arrived with a single SC44, #83, on the front. It stopped and discharged a few passengers.

Alighting passengers must wait for the train to depart before crossing the tracks via the duckboards to get to the small parking area on the westbound side.

Here we see single level MARC cab car #7762 passing the subdivision post between the Capitol and Baltimore Terminal subdivisions.

CSX #ES44 #973 and AC4400 #11 ran light through ST DENIS interlocking after detaching from a coal train. The engines will now run back to to some yard for servicing. Note the Restricting signal indication for the light engines and a Medium Approach Medium signal for what turned out to be an approaching freight on Track #2.

18-03-31 PHOTOS: Perryman

With Amtrak making waves about eliminating intermediate signals along the NEC I am scheduling some trips to cover such an eventuality. One such signaling location is at Milepost 69 in Perryman, MD just south of Aberdeen. It happens to be adjacent to the Perryman Substation, which was built in 1935 as part of the Wilmington to Washington electrification project and provides an additional photography subject. You can find the full set of photos covering both these subjects here.

The Milepost 69 signals support three bi-directional tracks numbered 2, 3 and 4 from east to west. They were previously converted to LED lamps along with the BUSH interlocking high speed turnout project around 2010.

The Perryman Substation is a typical PRR intermediate substation with two 25hz transformers that step down 138kv transmission voltage to 12kv for the overhead wires.

The substation was built to accommodate 5 of the transformers, although only 2 were ever installed. The transformers are relatively new, having been installed around 2005, and have a capacity between 10 and 25 MAh.

The substation is fed by two 138Kv, split phase transmission lines. Although referred to in literature as a single phase system, the two transmission wires are offset 180o in phase, which provides the 138Kv figure. This trick allowed the PRR to save on costs and complexity as each wire is only at 69kv with respect to the ground. Although each transformer is typically fed through a single transmission line, it is possible to use field switches to feed either transformer from either transmission line as well as cross tying the two transmission lines together.

As another cost saving measure the PRR decided to place all of it's circuit breakers on the 12kv side of the substation with 138kv field breakers present only at Perryville, Zoo and Thorndale. High voltage faults will usually involve isolation of the complete electric region followed by the manipulation of HT field switches, such as those pictured above, under unloaded conditions.

In this side view we can see the configuration of the substation with the second 138kv transformer and the bank of 12kv breakers.

A progress tree erected within the fence line of the substation had been taken over by a mated pair of Osprey. These maritime raptors enjoy a diet completely composed of fish and appear to have a permanent chip on their shoulders.

Note the size of the talons which are perfect for snagging fish...or murdering you.

The pair was in the process of constructing a nest, much to the chagrin of every other bird in the area who were actively harassing the Osprey for the entire time I was there. Just goes to show that humans are not the only species to practice racially motivated housing bias.

18-03-04 PHOTOS: Buffalo Line North

As NS re-signaling efforts continue to wipe away large amounts of PRR heritage, I embarked on a mission to document the signaling on the NS Buffalo Line between Harrisburg and Lock Haven. Part one of this mission, between Harrisburg and Northumberland, was completed in the summer of 2017. Part 2 would cover the remaining signals between Williamsport and Lock Haven, specifically the Linden wye, CP-PINE, the two-track signal bridges and whatever was left over at CP-LANE and Lock Haven. Along the way I was also able to catch some power from NS and various local short lines.

You can view the entire set of photos here.

We begin back at Sunbury where in the previous trip we had neglected to visit an old Reading railroad signal bridge that once governed eastbound traffic at SF interlocking. Today the gantry spans a parking lot.

Adjacent to the signal bridge is the former Reading Railroad passenger station, which is now a law office.

In the former PRR Northumberland Yard NS SD60I #6754 and SD40-2 #613 were waiting to take out the next manifest freight to Harrisburg or Allentown.

The North Shore railroad runs on the north shore of the Susquehanna River's eastern branch and rents yard space in the former PRR Northumberland complex. Here we can see North Shore SW1500's #1942 and #2238.

The Linden Wye on the Buffalo Line west of Williamsport is bounded by CP-SOUTH LINDEN, CP-LINDEN and CP-RIVER. Here we see CP-SOUTH LINDEN with a new mast signal already in place. An earlier layout is evidenced by the long distance between the northbound home signal and the switch is protects. The re-signaling effort will contract the interlocking limits.

There is also evidence of both the old layout and the the use of pneumatic point machines by this rusting US&S A-5 unit and the out of service air line.

Originally serving two tracks, today the PRR signal bridge at CP-LINDEN supports a single signal.

There is another disused air plant, which was taken out of service sometime after 2006.

The Buffalo Line was an early CTC experiment for the PRR, which purchased custom relay huts, each with a keystone above the entry. Here the hut for CP-LINDEN is seen next to its replacements.

The Buffalo Line CTC project is also know for it's use of PRR pedestal signals with red lenses on the upper head diverging route signals.

CP-RIVER is located just north of the Susquehanna River bridge that connects to the various industrial tracks that serve Williamsport Proper. Although the Main Line, Rockville to Buffalo, runs through South Williamsport, the PRR had a line directly serving the city and also connecting to the Elmira Branch.

The signal used to be located at the far end of the bridge, but NS has already taken the trouble to relocate it and shrink the interlocking limits.

Another feature of the Linden Wye are automatic PRR dwarf exit signals on the tight eastern leg. Without a route lined at the next interlocking they default to Slow Approach. These are also to be eliminated.

18-02-17 PHOTOS: Spring Travels

Spring is usually the down season for rail photography. Short days combine with rain and clouds to create an atmosphere that is dim, cold and muddy. Not the best time to get out of doors and trek off road. However, my usual slate of organized activities often have a rail transit component and this set gathered together a number of events in the March 2018 time frame including some PATCO runs and a trip to Boston. As usually you can visit the complete set of photos here.

Dealing with a jury duty scare concerning my disabled mother brought me into Camden where I grabbed this shot of RiverLINE LRV #3510 at the Rand Transportation Center. Since I was last there a new Rutgers Camden building has gone up.

Rebuilt PATCO car #1116 at Haddonfield.



NJT GP40PH-2B's still have a home on the Atlantic City Line and here we see #4215 passing through the Haddonfield Trench with a typical ACL comet consist in tow.

On a different weekend I got what I thought would be my last PATCO ride with #258 at the end of the morning rush. As a result I grabbed what I thought would be my last videos from the railfan seat, heading into the Mickle Street tunnel and heading eastbound over the Ben Franklin Bridge.



Here we see some views of the classic 1960's/70's interior.

Instead of getting off at 8th and Market I rode this classic all the way to the 15th/16th terminus.

I needed to burn a Club Acela pass before it expired so I decided to try out the lounge at 30th St station and to my delight I can say it is easily the second best lounge on the NEC, easily surpassing the dingy store rooms in New York and DC and coming right behind Boston. With an overhead view of the Spirit of Transportation and all of the dirty peasants down below in the main concourse, Philly's Club Acela lounge also features private elevator access to the platform level, alleviating any risk of picking up a communicable disease xD

Once on the platform I caught a simultaneous arrival of a southbound Regional and a Northbound Acela featuring ACS-86 #646 and Acela Power Car #2032.

18-02-08 PHOTOS: Dallas Union Station

Now I've been to Dallas twice before. The first time, in 2007, I mostly focused on riding the DART system to the ends of various lines and also enjoying the historic McKinney Ave trolley. Ten years later in 2017 I was confined to a more suburban location and had to make do riding the TRE commuter line to Fort Worth. This year I was back and staying downtown near Union Station which allowed me to get photos of the downtown rail nexus of Union Station which combines Amtrak, TRE, DART, UP, BNSF and streetcar operations in one place. I also took a brief side trip into Deep Ellum for some BBQ, You can find the complete set of photos here.

The Union Station area is currently dominated not be the station itself, but by a hotel and convention centre complex surmounted by a ball and stick style observation tower informally known as the Sunphere. While reported to have an information desk, the boom-bust oil economy of Dallas as resulted in the tower being filled with thousands of boxes of unsold wigs leftover from the 1980's. The hotel itself is also notable for having an optical cloaking device that would render it and the occupants safe from communist attack.

Dallas Union Station Amtrak Station is still rather nice for a facility that only sees 2 long distance trains per day. The upper floors have offices and event space and there is at least one Wolfgang Puck signature restaurant.

TOWER 107 originally controlled the southern approaches to Union Station. Today it is preserved as a DART communications facility. TOWER 106, at the north end of the station, is owned by the 6th Floor Museum due to a very minor role in the JFK assassination, and retains at least it's old model board.

The Dallas Streetcar is a new, free, service that connects downtown with the Bishop Arts District to the south. Due to the age of the Houston St Viaduct, it was not possible to mount overhead trolley wire so the streetcars use a battery system to bridge the gap  Here we see streetcar #301 making the turn on the Houston St viaduct. 

DART LRV #245 leading a Red Line train to Westmoreland passes under Houston St. Since my first visit in 2007, a center section was installed between the two cars to increase capacity without needing to purchase additional vehicles.

DART LRV #254 passing by TOWER 107 on the rear of the previous train.

DART LRV #177 with the Union Station long distance platform off to the left.

Because Dallas isn't a communist nanny state, app powered bikes such as these seen at the downtown terminus of the Dallas Streetcar, are plentiful.

Dallas Streetcar #302 laying over at the Union Station terminal. When at this station the pantograph is raised to recharge the batteries. There is also a connection to the DART system and I believe that the Streetcars may be serviced at a DART facility.

Despite it's Art Deco appearance,the Union Station building actually dates from 1916.