Posts Tagged ‘tracks’

A Railfan Photographer Was Here

September 20, 2017

Earlier this year I was out with fellow Akron Railroad Club member Peter Bowler on a Sunday photo outing.

He had not been to the New London area for several years so we headed down that way.

One of our stops was the Biglow Parkway bride over the CSX Greenwich Subdivision tracks.

Although I’ve been in New London a few times in recent years, it has been more than a two since I’ve been on Biglow Parkway bridge.

There are high fences on both sides of the bridge, each with small chain link fencing.

On the north side of the bridge, though, someone had cut three holes to create portholes.

I presume it was a railfan photographer who did this and I don’t know how long these holes have been there.

But I took advantage of them to photograph three CSX trains.

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Little Progress Made on NS Vermilion Connection

August 29, 2017

In a view looking west from Risden Road, the grading has been done for the connection to the Chicago Line, but little else has been finished.

In a view looking east, the Chicago Line is at the far left while the path of the connection curves to the right.

The new connection once finished will reach the Cleveland District in the far distance to the right.

Last year during the Akron Railroad Club’s outing in Vermilion a few of us made the trek west of town to inspect the progress of a new connection being installed by Norfolk Southern.

Once complete, the connection will enable eastbound trains on the Chicago Line to directly access the Cleveland District, which is the former Nickel Plate Road mainline.

Those expected to use the connection include intermodal trains 22K and 206.

Of course, the connection will also benefit westbound trains on the Cleveland District headed for the Chicago Line, such as intermodals 23K and 205..

For several years there has been a connection between the two routes at CP 222 on the Chicago Line, but it is oriented toward westbound trains on the Chicago Line going to the Cleveland District and eastbound trains on the Cleveland District going to the Chicago Line.

The new connection is located at Risden Road near the Vermilion Country Club.

Last year workers had completed grading the route of the connection and panel track had been deposited at the site.

A year later work has not progressed much beyond that. Track is still on the ground waiting to be put into place.

No significant progress has been made in creating the turnout from Track No. 2 of the Chicago Line to the connection.

Perhaps when the ARRC goes back to Vermilion in 2018 more work will have been done.

Along the Chessie in Lodi in 1985

August 7, 2017

Here are some images from Lodi in November 1985. These four images are on
the Chessie System. Images one to three are images of the freight house and image four is the team track.

Photographs by Robert Farkas

 

Here Comes Amtrak

June 20, 2017

This time I didn’t miss. More than a week ago I told the story of how I was railfanning with fellow Akron Railroad Club member Peter Bowler in Willoughby when a very late Amtrak No. 48 came charging through town.

We had no inkling the eastbound Lake Shore Limited had yet to come through because we had not bothered to check to see if it had.

A week or so later I decided to make amends for that during a planned trip to North East, Pennsylvania.

I left home to get to Bort Road in plenty of time to catch Amtrak, which was running about 45 or so minutes late.

Here it is passing through the vineyard country near the shore of Lake Erie along the Pennsylvania-New York border.

What We’ve Lost over Time on the EL in Kent

February 18, 2017

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Sometimes when a railroad becomes a fallen flag, much of the rails and other infrastructure disappear and only memories are left. Compare this view of the Erie Lackawanna trackage in Kent in the late 1960s with what the Wheeling & Lake Erie operates now. We are looking toward West Summit Street and into downtown Kent. What a difference almost half a century makes.

Article and Photograph by Bob Farkas

 

A Place Time Forgot on the Toledo District

February 16, 2017

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One in a periodic series of images that I made last summer.

I wound up at this rural grade crossing on the Toledo District of Norfolk Southern by happenstance.

We were checking out potential sites to photograph a train even through there were no trains that we knew of to photograph on this line.

The crossing is near Williston, Ohio. I immediately liked this location because it had that quality of a place that time forgot.

The block signals in the distance guard the east end of Williston siding and are the search light type signals once common on the Nickel Plate Road.

Off to the side of the tracks is a pole line. Yes, the wires don’t seem as connected as they once were, but along many mainlines the pole line has been removed altogether.

Searchlight signals and pole lines remind me of another time. I have memories of riding in the backseat of my Dad’s car going and the road running parallel with railroad tracks.

I remember seeing searchlight signals and pole lines. You can still find those in some places, but they are not as common as they used to be.

Article and Photographs by Craig Sanders

Silent Monuments to the Valley’s Industrial Heritage

February 14, 2017
This bridge over the Cuyahoga River once led to the Jaite Paper Mill, but has not been used since the middle 1980s.

This bridge over the Cuyahoga River once led to the Jaite Paper Mill, but has not been used since the middle 1980s.

I’ve long known that there was a paper mill in Jaite that was served by a spur off the Baltimore & Ohio’s Valley Line between Cleveland and Akron.

Maps at such online sites as Google, Mapquest and Bing still show the rail spur diverging from the Valley Line, which is now owned by the National Park Service and used by the Cuyahoga Valley Scenic Railroad.

But I always thought that those maps were in error and that the rail spur had been removed years ago. It turns out that I was mistaken and not the maps.

While doing research for my CVSR book, I was able to determine where the paper mill had been located. I thought it had been west of the Cuyahoga River, but it was east of the river and southeast of Jaite.

I also discovered that the spur to the paper mill, which had been established in 1909 and closed in 1984, crossed the Cuyahoga on a through truss bridge.

That this bridge existed at all was news to me. I’d never seen a photograph of it and no railfan I know who is a native of Northeast Ohio has ever talked about it.

In reviewing satellite images, I discovered the bridge and most of the railroad spur still exist. I wanted to find them and the best time to do that is during the winter when there is less vegetation to deal with.

Saturday, Jan. 21 turned out to be an ideal day for railroad archeology in the Cuyahoga Valley National Park.

There was no snow on the ground, no precipitation was likely to fall and the temperatures rose into the lower 60s.

After having lunch with fellow Akron Railroad Club member Peter Bowler at the Winking Lizard in Peninsula, we drove to Jaite, parked in the lot of the CVNP headquarters and began walking southward along the CVSR tracks.

The switch for the paper mill spur has been removed, but its location was easy to find because there are still long cross ties that once held the diverging rails.

The spur has been cut a short distance from the Valley Line and it was apparent that it is used as a trail by fisherman and bird watchers.

As we made our way through the brush along the spur, we talked about how this location would make a good place for a nighttime ghost walk.

The spur is a virtual continuous curve and I could hear in my mind the shrieking and squealing of flanges combined with the low rumble of a Geep’s prime mover as it moved boxcars in and out of the paper mill.

Given the layout of the spur switch, the paper mill must have been worked by a northbound B&O local that backed cars in and pulled them out.

In short order we reached the bridge that carried  the single-track spur over the Cuyahoga.

I’ve always had a fondness for the visual aesthetics of through truss bridges.

Online background information about the bridge indicates that it was built between 1907 and 1909 and known as B&O Bridge No. 451/1.

The spur has not been used since the paper mill closed and the switch connecting it to the Valley line was removed in 2002, probably during a track rehabilitation project.

I’m not a bridge expert or structural engineer, but I could see that although the bridge appears to be in good condition, much work would need to be done to enable rail operations over it again.

Of course there is little to no likelihood that that is going to come about.

The paper mill spur and the bridge are silent monuments to the industrial past of the Cuyahoga Valley.

Article and Photographs by Craig Sanders

Still spanning the Cuyahoga River decades after the last train rolled over it.

Still spanning the Cuyahoga River decades after the last train rolled over it.

No way would I walk across this bridge to the other side although I'm sure some people have done so.

No way would I walk across this bridge to the other side although I’m sure some people have done so.

Come spring the vegetation covering the rails on the bridge will turn green again.

Come spring the vegetation covering the rails on the bridge will turn green again.

Nature-made tunnel

Nature-made tunnel

Some rail has started to disintegrate.

Some rail has started to disintegrate.

Rails amid the weeds and trees.

Rails amid the weeds and trees.

The vegetation covering the spur is quite high in some places.

The vegetation covering the spur is quite high in some places.

Today, the Jaite Paper Mill spur is used as a trail by some.

Today, the Jaite Paper Mill spur is used as a trail by some.

Where they cut the rails of the Jaite Paper Mill spur.

Where they cut the rails of the Jaite Paper Mill spur.

Long ties mark the spot where the switch for the Jaite Paper Mill spur was located on the B&O Valley Line.

Long ties mark the spot where the switch for the Jaite Paper Mill spur was located on the B&O Valley Line.

Very Old Rails Without a Doubt

January 20, 2017

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You showed new rail. Here is some very old rail. In an old industrial site next to the Erie Railroad Bergen County Line in Fair Lawn, New Jersey lies some 80-pound rail made in 1912. The yard once served a coal company among other things. The tracks are still pretty much intact, complete with switches. The 1960 Erie employee timetable still listed the main line connecting switch as active. The site is being redeveloped. I don’t know the future of these rails, but so far they have survived for 105 years.

Article and Photographs by Jack Norris

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Autumn on the (Former) Erie

January 13, 2017

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Several years ago I made an image of a maple tree next to the former Erie Railroad mainline near Kent at Lake Rockwell Road.

That was back in the days when I was making images with slide film.

I liked that image and wanted to try it again as a digital image. But for various reasons it didn’t work out once I went to digital photography in 2011.

I couldn’t get down there, I got there too early, I got there too late. If you’re a photographer you know the reasons why something doesn’t get done.

It wasn’t a high priority on my autumn “to do” list but it was still there.

Last autumn everything finally lined up. I went down to Kent to walk on the Portage Hike and Bike Trail, which runs parallel with the lone track that is left of the ex-Erie.

That tree that I remembered at the Lake Rockwell Road crossing was at its peak fall colors. It was a mostly sunny day.

So, here it is along with a couple other images of the tracks, fall foliage and a few utility poles left over from the days when they had wires used to communicate and provide power for the signal system.

Article and Photographs by Craig Sanders

A Study in O.W.L.S.

January 4, 2017

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I love the acronym O.W.L.S., which stands for one way low speed diamond frogs. It is not some type of bird.

These are the O.W.L.S. in Durand, Michigan, at the crossing of two Canadian National lines. The double track belongs to the Flint Subdivision while the single track is the Holly Sub.

With an O.W.L.S. diamond the trains on the high-traffic line cross at a level crossing in a tread bearing mode.

But trains on the lightly-used line must slow to or below 10 mph because its wheels must cross over the flangeway gap for the high-traffic line in flange-bearing mode. There is no flangeway gap for the low-traffic line.

Although these tracks are owned by CN, another user of the Holly Sub at this diamond is the Great Lakes Central.

The advantage of an O.W.L.S. is that trains on the high-traffic line can cross another rail line without a speed restriction. There is less chance of a wheel jumping the flangeway gaps as there is with a conventional crossing.

But from a railroad management standpoint a primary advantage of an O.W.L.S. is less maintenance costs. Now that is something that would make an accountant smile.

Article and Photograph by Craig Sanders