New Jersey Turnpike
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A quartet of Big ALCO/MLWs leads a large cut of grain upgrade east of Dunmore. I never knew you could drive all the way in here, but this is ground level where 84/380 crosses the former Lackawanna high above in the Roaring Brook Gorge. Thanks to Biff for tipping us off to the "road" to get to this spot. The former Lackawanna mainline east of Scranton is still littered with signal bridges that speak to the line's former glory. While the traffic density will never return, it's hard to beat a quartet of Bigs making one helluva racket storming the grade.
*Better make sure you have good ground clearance on your vehicle and plenty of spare time to get in here. Thanks to my friend Dave Curtis for driving in here with his new Dodge Ram.
Western end of Ray’s Hill Tunnel on Abandoned Pennsylvania Turnpike near Breezewood, PA
Originally built in 1881 for trains, opened to vehicular traffic in 1940, and was bypassed in 1968
Pennsylvania Turnpike opened in 1940 including seven tunnels. By the late 1950s, the turnpike was so heavily used that traffic congestion demanded expansion of two-lane tunnels which causing a major problem at each tunnel, especially during the summer.
To reduce the traffic jams, a second tube was added to 4 tunnels as the less expensive option. For the other 3 tunnels, a bypass option was planned to relief more quickly and less expensively.
This is one of two tunnels on 13-mile (21 Km) bypassed section in 1968. This tunnel is 3,532 feet (1,076 m) long, the shortest of the original 7 tunnels. From the entrance, I was able to see a small light at the end of the other side. Bike or foot are allowed, no driving. This tunnel is 1.5-mile (2.4 Km) walking from Rt 30. The entire 1.5-mile old turnpike and tunnel have been heavily vandalized.
Where Art Deco (1925) heads towards Modernist and eventual Brutalism. Built 1936. Designed by Charles Holden
After waiting for Q200 to pull into the yard, K931 blasts off at Turnpike with a solo former Conrail SD50 in charge. The 2498 is one of the few remaining ex-Con EMD's to retain its marker lights. Visibility issues created by the construction of the turnpike here is the reason behind the unique signal configuration on the cantilever in the foreground.
Western end of Ray’s Hill Tunnel on Abandoned Pennsylvania Turnpike near Breezewood, PA
Originally built in 1881 for trains, opened to vehicular traffic in 1940, and was bypassed in 1968
Pennsylvania Turnpike opened in 1940 including seven tunnels. By the late 1950s, the turnpike was so heavily used that traffic congestion demanded expansion of two-lane tunnels which causing a major problem at each tunnel, especially during the summer.
To reduce the traffic jams, a second tube was added to 4 tunnels as the less expensive option. For the other 3 tunnels, a bypass option was planned to relief more quickly and less expensively.
This is one of two tunnels on 13-mile (21 Km) bypassed section in 1968. This tunnel is 3,532 feet (1,076 m) long, the shortest of the original 7 tunnels. From the entrance, I was able to see a small light at the end of the other side. Bike or foot are allowed, no driving. This tunnel is 1.5-mile (2.4 Km) walking from Rt 30. The entire 1.5-mile old turnpike and tunnel have been highly vandalized.
Q243 pulls out of Walbridge Yard and heads east down the former C&O toward Fostoria.
The signals here at Turnpike are a bit of an oddity. Mounted on a traditional C&O cantilever, the searchlight signals are required because of the proximity of the Ohio Turnpike overpass, which is behind us.
1957 Mercury Turnpike Cruiser
The Mercury Turnpike Cruiser is a series of automobiles that were produced by the Mercury division of Ford for the 1957 and 1958 model years. Named to commemorate the creation of the Interstate Highway System, the Turnpike Cruiser was marketed as the flagship Mercury model line, slotted above the Montclair.
The Turnpike Cruiser was produced as a luxury two-door and a four-door hardtop sedan. During the 1957 model year, a convertible, called the Convertible Cruiser, was offered on a limited basis, which served as a pace car for the Indianapolis 500 auto race. Mercury fitted the Turnpike Cruiser with a wide variety of advanced features for the time of its production, including a retractable rear window marketed as the "Breezeway", compound-curve windshield, mechanical pushbutton transmission controls and a trip computer.
In total, 23,268 examples of the Turnpike Cruiser were produced over two years. Mercury discontinued the Turnpike Cruiser for the 1958 model year, phasing its content into the Park Lane product line.
For 1957, the Turnpike Cruiser was fitted with a 368 cubic-inch, 290 hp V8. Sharing its name with the car, the engine was offered as an option across the rest of the Mercury line. For 1958, two all-new "Marauder" engines were introduced: a 383 cubic-inch, 330 hp V8 was standard (and shared with the Montclair and Colony Park); and a 430 cubic-inch, 360 hp (shared with the Park Lane). An optional triple-two barrel carburetor "Super Marauder" version of the 430 V8 produced 400 hp. Exclusive to Mercury, the Super Marauder was the first factory-produced engine with a 400 hp output, a response to the 375/390 hp 1957 Chrysler 300C.
While sharing much of its body with the Montclair, the Turnpike Cruiser was distinguished by several exterior design features. Although not legalized across the entire United States until 1958, "Quadri-Beam" dual headlamps were fitted as standard equipment, the only 1957 Mercury to do so, as well as one of very few cars from that year to be equipped as such. For states that still mandated single headlights, a standard setup was used. In place of contrasting paint, the scalloped tailfins were gold-anodized. Along with its retractable "Breezeway" rear window, the Turnpike Cruiser received a separate roofline, with a windshield curving into the roof. The windshield was among the first to use tint to reduce solar glare.
With his pickup at Walbridge Yard complete, eastbound autorack train Q243-16 pulls onto the former C&O mainline at Turnpike. The searchlight signals on the cantilever are one of a kind, but blend well with all of the other C&O flavor here.
One the tunnels on the PA Turnpike, seen at speed.
Stay tuned for pics from an abandoned turnpike tunnel.
Nikon D610 & NIkkor 24-70mm f/2.8 AFS @ f/5
CSX K596-10 with a SD40-3 / SD40-2 combo on the point is heading east through Turnpike after waiting on a Q150-11 coming west to cross over in front of it. Walbridge, OH 12/11/2020
As 52 returns from Hazens, it parallels the Turnpike Road in Jefferson, NH. The sun broke through the clouds literally seconds before they came by. The weather today was typical New England. Snow one minute, then the next, it was sunny.
CSXT 8790 throttles out of Walbridge Yard, leading G639 under the unique C&O cantilever at CP Turnpike. The control point is aptly named due to its close proximity to I-90. Due to that, the signal heads were lowered, allowing northbounds to view the signal without the I-90 bridge obstructing it.
It appeared that there may have been a fire at a turnpike maintenance building, just East of Strongsville, OH. There were several engines, and ambulances surrounding the building. Couldn't get any good shots up the driveway though.
W860-25 rolls east under the C&O signals at Turnpike with a classic pair on the point.
The 8823 and 8533 are the power for this out of the ordinary train. A buffer car and 18 LPG loads from Flint, MI to Linden, NJ is what the train consists of and dusk begins to settle in.
Only in production for a couple years. So a bit of a surprise to see a Mercury Turnpike Cruiser on Tower Bridge, London at just after 7.00 a.m.
Photograph taken in August 2022.
After meeting westbound intermodal train I019, CSXT train M426 (Selkirk Yard to Rigby Yard) manifest steps out across the Hudson River with 32L and 41E totalling 5037 ft and 5316 tons of train trailing a trio of nearly quarter century old AC4400CWs. The are on Main 3 of CSXT's Castleton Sub at about MP QG8.7 and when they reach the east end of the bridge they will pass through CP SM and enter the west end of Berkshire Sub for their run east over the mountains via the old Boston and Albany mainline.
They are crossing the massive double tracked Alfred H. Smith Bridge which in total is 5255 ft long and 139 feet above the Hudson River below. In 1921 a contract for the main grading and drainage work and for all the actual bridge construction except its steel superstructure was awarded to Walsh Construction Company, a well-established Iowa-based railroad builder that would later go on (in 22 joint venture with others) to build the Grand Coulee Dam and, still later, to achieve national prominence as a builder of urban skyscrapers. The 23,000 tons of structural steel required for the bridge would be fabricated in Pittsburgh and erected by Bethlehem Steel's McClintic Marshall subsid- iary under a direct contract with the railroad. Physical work began in early 1922 and two years later on November 20, 1924 the first train crossed the bridge. It was named in honor of Alfred Holland Smith, the president of the New York Central Railroad who authorized the construction of this bridge as part of an extensive project known as the Castleton Cut-Off. He died in a horse-riding accident in Central Park in 1924, only a few months before completion of the bridge. He is sometimes confused with Alfred E. Smith, New York's governor at the time who was aboard that first train and christened the structure in honor of the other fallen Mr. Smith.
This bridge is now the southernmost place a train can cross the Hudson River (excepting NYNJ's barge service) and is used by all CSXT traffic heading into New England via the old B&A as well as any traffic direct to New York City via the historic NYC Main, now Amtrak and Metro North's Hudson Line and on a typical day 18 to 20 trains will cross. The parallel structure beyond is Castleton-on-Hudson bridge opened in 1959 to carry the New York State Thruway's Berkshire extension connection to the Massachusetts Turnpike.
Schodack, New York
Saturday October 26, 2024
On October 8th, 2018, CSX signal crews converged on the former Chesapeake & Ohio mainline in northern Ohio to begin removing the classic C&O color light signals from service. By the end of the day, all the signals between W. E. Pemberville and Turnpike were either removed or bagged. The rest of the route to Fostoria is expected to be cut over within the coming weeks, marking the end of an era on what was easily one of the most identifiable and interesting class I mainlines in the midwest. In addition to the signals, original C&O telegraph lines still parallel the tracks all the way to Fostoria and continuing on toward Columbus, brining power to all the signals. It is currently unknown whether CSX plans to continue using it to power the new signals.
CP Turnpike was one of the most unique and most photographed locations on the line. This location lies at the south end of CSX's Walbridge Yard in Walbridge, Ohio, a major automotive terminal where brand new vehicles from Detroit are classified and sent out on trains destined for locations all over the eastern US. When the Ohio Turnpike bridge on which I am standing was built over the tracks, crews had difficulty seeing the signal as they approached this location from the south (railroad east), so the signals were lowed on the masts so that they could be seen from further away, which in turn created a unique looking arrangement on this cantilever with all searchlights.
In this image, rack train Q241 rolls under the now removed C&O signals at CP Turnpike as they depart Walbridge with a former Seaboard SD40-2 leading the way.
Bridge 156 on the northern reaches of the Lancaster canal. The Larch trees in the photo were planted when the canal was built, to provide timber for boat and canal maintenance.
CSX 666 shoves Q394 into Walbridge Yard south of Toledo, OH, building its train for the evening departure.