20 Years Ago -- A Trip For A Hot Dog

New York City Transit Authority; West 8 Street, Brooklyn, N.Y.; April 1, 1995

It seemed like a good choice -- the Wilmington Chapter of the National Railway Historical Society was looking for a spring trip using regular service trains. The trip would originate somewhere in northern Delaware or southeastern Pennsylvania. I suggested we go to Coney Island to get a hot dog from the original Nathan's Hot Dog stand. So on April 1, 1995, a group of us set out to travel through Manhattan to Brooklyn in search of a hot dog.

Our trip began at the SEPTA station in Marcus Hook, Pa. -- at the time, SEPTA service into Delaware was quite limited. We boarded a Silverliner IV and headed to 30th Street Station in Philadelphia, where we would change trains and take another SEPTA train to Trenton, N.J.

SEPTA; Marcus Hook, Pa.; April 1, 1995

At Trenton we changed to a New Jersey Transit train to continue into Pennsylvania Station in Manhattan. We were riding in the lead car of a set of Jersey Arrow self-propelled multiple unit cars, and as the conductor was taking tickets he soon realized he had a group of railfans on board. He checked with the engineer and soon he was cycling members of our group through the cab for photos from the head end.

Amtrak; Elizabeth, N.J.; April 1, 1995

Once in Manhattan we worked our way into the subway system. We knew we wanted the F-Line out to Coney Island. As it works out, the F-Line also serves the oxymoronically highest point on the subway system at Smith-9th in Brooklyn, just after leaving Manhattan. The elevated line provides great views of the Manhattan skyline, so we paused for photos here.

New York City Transit Authority; Smith-9th, Brooklyn, N.Y.; April 1, 1995

We continued on the F-Line to the West 8 Street station near Coney Island. This is a multi-level station that also has some good photo angles. We paused here for a few shots before finally heading to lunch.

New York City Transit Authority; West 8 Street, Brooklyn, N.Y.; April 1, 1995

Two more stops and we had arrived at Coney Island. The Stillwell Avenue subway station marked the end of our outbound journey.

New York City Transit Authority; Stillwell Avenue, Brooklyn, N.Y.; April 1, 1995

Finally, it was time for our hot dog! We did take time to shoot subway trains approaching Stillwell Avenue across the street.

Nathan's Hot Dogs; Coney Island, Brooklyn, N.Y.; April 1, 1995

After lunch we spent some time looking at the Stillwell Avenue terminal. A lot has changed in the intervening 20 years -- the terminal has been expanded and modernized. The BMT (Brooklyn-Manhattan Transit) signage on the outside that we saw is still in place in 2015.

New York City Transit Authority; Stillwell Avenue, Brooklyn, N.Y.; April 1, 1995

NYCTA; Stillwell Avenue

Now it was time to head home. Lunch was late, and it was already mid-afternoon. As I recall, we opted to take the B-Line back, but long shadows precluded photography. At New York Penn, a few of our group opted to hop on Amtrak to Philadelphia to expedite the ride home. Most of us, however, opted for the NJ Transit/SEPTA combination back to Marcus Hook. Arrival back at the hook was after dark, but it certainly was a memorable trip to get a hot dog!

Nathan's Hot Dogs; Coney Island, N.Y.; April 1, 1995

Trains At Lock 10

One of the most pleasant locations in the east to watch trains is in the middle of New York State, about halfway between Albany and Utica. CSX tracks hug the north shore of the Mohawk River for much of run between the two cities, and just a couple of miles east of Amsterdam is Lock 10.

CSX Transportation; Lock 10, Amsterdam, N.Y.; October 23, 2015

CSX Transportation; Lock 10, Amsterdam, N.Y.; October 23, 2015

The lock is located on the south side of the river, which is where the parking area is. If any boats come by to use the lock, you have a front-row seat as they are raised or lowered to proceed further along the Mohawk.

Amtrak; Lock 10, Amsterdam, N.Y.; October 23, 2015

It should be noted that there are no shade trees here, and parking is out in the sun. If the weather is pleasant, you can unpack a sports chair and enjoy the sun and the breeze off the river. In hot or cold weather, you can take refuge in your car. If you have a radio scanner that picks up railroads, you will get plenty of warning for trains so you can get out of your car and set up. The signals at milepost 173 are just west of this location; there is a defect detector at milepost 177 that will give you a few minutes warning for trains coming east. Most trains also call all the signals on the line over the radio, so you'll hear approaching westbounds call the 169 and 171 signals as they approach you. The frequency you'll want to monitor is 160.800.

Amtrak; Lock 10, Amsterdam, N.Y.; October 23, 2015

Fall is a good time to visit, as the weather is nice enough to be outside and the stand of trees behind the tracks turn awesome colors.

Amtrak; Lock 10, Amsterdam, N.Y.; October 23, 2015

You can wander around to get angles from both sides of the dam. The area is public access, so there is no problem with wandering around. Be aware that there are no railings along the river just west of the lock itself, so you'll need to keep an eye if you have kids with you.

Amtrak; Amsterdam, N.Y.; October 23, 2015

If you need necessities you can find convenience stores at the New York Thruway entrance just a couple of miles to the west. If you want food (more than convenience store food), you'll need to venture into Amsterdam, north of the Thruway entrance. The tracks hug the Mohawk into Amsterdam. The Amtrak depot is on the west end of town. The photo above was taken just east of the station.

Amtrak; Lock 10, Amsterdam, N.Y.; October 23, 2015

This railroad, currently owned by CSX Transportation, was once a part of the famed Water Level Route of the New York Central, so called because much of the line follows the Hudson and Mohawk Rivers as it leaves New York City; later, the route follows the shore of Lake Erie. This low-level route to Chicago was in contrast to rival Pennsylvania Railroad's New York-Chicago route that tackled the Allegheny Mountains further south.

Amtrak; Lock 10, Amsterdam, N.Y.; October 23, 2015

I spent the day at Lock 10 on October 23, 2015. Always up for a challenge, I decided to try some night photography. I set up three Alien Bees B800 studio strobes along the south bank and aimed them across the Mohawk. When I fired them, I couldn't really see any effect by just looking. But the secret to modern night photography is you need just enough photons for a digital camera to pick them up, and I was pleasantly surprised to see my camera was indeed finding the photons. I finished off with a night scene of Amtrak's Lake Shore Limited, bound for Chicago, passing by. Consider a visit to Lock 10 -- it's a great place to watch trains.

Photos in this post can be purchased here.

A Southern Shortline Short Slow Chase

Georgia & Florida; Quitman, Ga.; December 12, 2014

During the past month or so we've been recounting some of the shortline railroads I hit on a trip between New Jersey and Florida with my brother Bruce back in December. We devoted three posts to days spent on the Sandersville Railroad in Georgia, the Aberdeen, Carolina & Western in North Carolina and the Lancaster & Chester in South Carolina. We also had a post about an unexpected encounter with the Hilton & Albany using street running at night. We wrap up our shortline coverage for this trip with a short chase of the Georgia & Florida Railway.

We had finished shooting the Hilton & Albany in the early morning hours of December 12. After getting a little bit of sleep, we headed down to the yard office of the Georgia & Florida Railway in Albany to see what was up. They had a coal train in Albany with BNSF Railway power that would be going out later in the morning, and there was also a train running between Greenville, Fla., and Adel, Ga., that would be going out after lunch. Since we wanted to shoot shortline power and not locomotives from major railroads, we opted to head towards the Florida line in search of the train from Greenville.

While flying down the freeway near Sparks, Ga., we spotted an old Electro-Motive Division (General Motors) switcher at the Reames Concrete plant. Of course, we needed to investigate. We checked in at the office and got permission to drive back on the property to photograph the silver unit.

Reames Concrete; Sparks, Ga.; December 12, 2014

Since we were not far from Valdosta on the way down, we opted to exit the freeway and head to the yard of the Valdosta Railway at Clyattville, home of the railroad's largest customer. GP7u was sitting next to the office (in the same place we had seen it back in March). A track maintainer pulled up and said a road freight was out, and told us how to find it. Alas, we followed the tracks all the way into Valdosta and back and never found the train.

Valdosta Railway; December 12, 2014

The day was slipping away and our Georgia & Florida train was theoretically out of Greenville. Not knowing how fast the train could move or where it was, we opted to go to the halfway point on the train's northward journey at Quitman, Ga. We set up at a grade crossing south of town and waited. And waited. And waited. After about 90 minutes of that, we decided to head back into Quitman where the Georgia & Florida crossed a CSX branch on a bridge. Maybe CSX would send something while we waited.

Once in Quitman, a quick look at the CSX tracks led us to believe that a CSX train would be unlikely.  When it seemed all was lost, however, our northbound train made an appearance passing across CSX on the bridge (top photo of this post). The chase was on!

Now when I say "chase" I don't mean anything even resembling high speeds. The train was going maybe ten miles an hour, and the lateness of the day meant there were long shadows everywhere. It took us several miles to find a good spot to shoot, and then took the train quite awhile to reach us. Our second shot was near Morven.

Georgia & Florida; Morven, Ga.; December 12, 2014

Now the sun was setting, but the slow train speed worked to our advantage. We could predict where the train would be right after sunset and have plenty of time to set up strobes for a twilight shot. We picked the town of Barney, Ga., as our location and started getting the lights up. Right on cue, just after the sun set and while there was still some orange in the sky, the train showed up and we got our third and final shot of the chase. Since we were in Georgia, a peach shed made an appropriate place to frame up the photo.

Georgia & Florida; Barney, Ga.; December 12, 2014

All in all, our three-shot chase covered about 17 miles in 91 minutes. You can see more photos from the day here.

Classic Southern Shortlines 3: Lancaster & Chester

Lancaster & Chester; Chester, S.C.; December 10, 2014

In December 2014 I headed south with my brother Bruce from New Jersey to Florida. Along the way we spent the better part of a day each on three classic shortline railroads of the South. In previous posts we looked at the Sandersville Railroad in Georgia and the Aberdeen, Carolina & Western in North Carolina. In this post we wrap up our series with a day on the Lancaster & Chester in Chester, S.C.

Lancaster & Chester; Chester, S.C.; December 10, 2014

The Lancaster & Chester Railroad traces its roots to the Cheraw & Chester Railroad, which was established in 1873. In the Cheraw & Chester was purchased at auction by Colonel Leroy Springs and renamed the Lancaster & Chester, running 22 miles between its namesake towns. The line was a three-foot narrow gauge railroad until 1902, when it was converted to standard gauge so it could tie into the rest of the U.S. national rail system. The railroad dieselize in 1946, and in 1965 it began operating EMD end-cab switchers as its primary power. This practice came to a close in 2003 with the arrival of standard EMD road power.

Lancaster & Chester; Chester, S.C.; December 10, 2014

On the day we visited the railroad, December 10, 2014, the crew came on duty shortly after 8:00 a.m. at the interchange with Norfolk Southern in Chester. There is a large industrial park about six miles outside of town, and the train spent the morning making two round trips between Chester and the park.

Lancaster & Chester; Chester, S.C.; December 10, 2014

Unfortunately for us, this six miles of railroad would be all the crew would cover on this day (out of the 22 to Lancaster). We had just happened to pick the day the railroad was holding its holiday banquet, and everyone was given short day to prepare for the evening's activity.

Lancaster & Chester; Chester, S.C.; December 10, 2014

We spent the rest of the day camped out at the Norfolk Southern interchange, hoping for something to come by on the NS mainline between Charlotte, N.C., and Columbia, S.C. Alas, the only train that showed up was a local that dropped cars in Chester for the L&C and picked up that day's interchange traffic. It looks like we'll have to make another trip to the L&C in the future to cover more of the railroad.

Norfolk Southern and Lancaster & Chester; Chester, S.C.; December 10, 2014

In 2001 the L&C signed an agreement to operate 30 miles of Norfolk Southern track between Catawba Junction and Kershaw, S.C., connecting with the original L&C at Lancaster. There is also an L&C museum located in Lancaster. There will be plenty to do on the next trip to the Springmaid Line. More photos from this day can be found here.

Lancaster & Chester; Chester, S.C.; December 10, 2014

Classic Southern Shortlines 2: Aberdeen, Carolina & Western

Aberdeen, Carolina & Western; Star, N.C.; December 9, 2014

In December 2014 I drove from New Jersey to Florida with my brother Bruce and along the way we spent the better part of a day each on three shortlines. We've already looked at the Sandersville Railroad in an earlier post. This time around, we're going to visit the Aberdeen, Carolina & Western, which is based in the town of Candor, N.C., just west of Aberdeen.

Aberdeen, Carolina & Western; Biscoe, N.C.; December 9, 2014

In a previous post, we looked at the early days of the AC&W, when it ran with a hodgepodge of locomotives in the colors of Chessie System and the Chesapeake & Ohio, among others. The AC&W was formed in 1987 to operate a former Norfolk Southern branch between Aberdeen and Star. The original shop was next to the old Southern freight house in the latter town. Since then, the railroad has leased trackage from NS from Charlotte through Star to Gulf, N.C., making a giant "T" (the original line from Star to Aberdeen forming the base) totaling 140 miles of track. AC&W interchanges with CSX in Aberdeen and NS in Charlotte and Gulf. It also interchanges with both railroads at Norwood. Motive power is attractively painted, such as the pair of SD40-3 locomotives we had on our chase.

Aberdeen, Carolina & Western; Candor, N.C.; December 9, 2014

On the day we chased the railroad, December 9, we first stopped in at the modern shop and headquarters building in Candor. A friendly receptionist checked on operations and told us there was a train being made up at Star that would head for Aberdeen. She also said if we were back in the area in a week or two to stop by and pick up a calendar. We headed for Star and after some poking around finally found the train being readied. Our first shot was as the train left Star (top photo of this post) and again approaching Biscoe (second photo).

Aberdeen, Carolina & Western; Candor, N.C.; December 9, 2014

The train paused at the large feed mill in Candor to do some work before continuing on its way southeast. A crewman followed in a truck to facilitate switching along the way. Once done at the mill, the train continued on its way.

Aberdeen, Carolina & Western; Eagle Springs, N.C.; December 9, 2014

The train made fairly good time across the somewhat rolling Carolina countryside. It did not stop to work again on the way to Aberdeen. After getting a shot near Eagle Springs, we again got ahead of the train at West End.

Aberdeen, Carolina & Western; West End, N.C.; December 9, 2014

After West End, the train entered golf country. Pinehurst has hosted the PGA Championship, the Ryder Cup and three U.S. Opens. In 2014 it became the first venue to host both the U.S. Open and U.S. Women's Open in the same year.

Aberdeen, Carolina & Western; Pinehurst, N.C.; December 9, 2014

The train enters Aberdeen and the CSX interchange through a narrow opening between buildings. Once at Aberdeen, the locomotives dropped the outbound cars and picked up cars to return north. Since the train would be against the sun going back, we said our goodbyes to the AC&W at this point.

Aberdeen, Carolina & Western; Aberdeen, N.C.; December 9, 2014

You can find more photos from this chase here.

Classic Southern Shortlines 1: Sandersville Railroad

Sandersville Railroad; Sandersville, Ga.; December 11, 2014

The southern U.S. is just full of classic shortline railroads. Over the past few years I've had the chance to make several visits southward and have visited such classics as the Pickens Railroad, the Georgia Central, and more. This past December I spent the better part of a full day on each of three railroads and we'll do a mini-series here in the blog on these lines. First up is the Sandersville Railroad in Georgia.

The Sandersville was chartered in 1893 as a subsidiary of the Central of Georgia. Nicknamed "The Kaolin Road," the prime commodity held by the Sandersville is clay; many of the covered hopper cars used in the operation are owned by the Sandersville. The line extends about five miles northwest of its namesake town to serve Imerys Pigments & Additives and the Kentucky-Tennessee Clay Company. It also extends about two miles south of town to the interchange with Norfolk Southern in Tennille.

Sandersville Railroad; Kentucky-Tennessee Clay Co., Sandersville, Ga.; December 11, 2014

I was visiting the area on December 11 along with my brother Bruce. We were coming down from Macon, Ga., where we had looked for something running on the Georgia Central -- there wasn't anything. We decided to regroup and hit the Sandersville. As we approached the north end of the line, we spotted SW1500 No. 1100 and a slug working at Imerys Pigments & Additives. Figuring it wouldn't be long before he came out, we waited. The wait wasn't long as the switchers came out with one car in tow (top photo).

Work on this end of the line was not done, however, as the train backed into the adjacent Kentucky-Tennessee Clay Company to do a bit of work.

Sandersville Railroad; Kentucky-Tennessee Clay Co., Sandersville, Ga.; December 11, 2014

This didn't take long, either, and after shuffling cars at the small yard adjacent to the two industries, the locomotives continued on their way, now with a sizable train, to Sandersville.

Sandersville Railroad; Sandersville, Ga.; December 11, 2014

As the train gets closer to downtown Sandersville, it passes through a residential section of the town. And when I say it passes through, I mean it passes through... Right down the middle of the street.

Sandersville Railroad; Sandersville, Ga.; December 11, 2014

After passing the shop complex in downtown Sandersville, the train paused at the yard on the southeast side of town to shuffle more cars. This yard is adjacent to the railroad's bulk transfer facility, as well as Weyerhauser and a short branch serving a plethora of clay and pigment facilities. Once the switching was done, the train proceeded on to the Norfolk Southern interchange at Tennille.

Sandersville Railroad; Tennille, Ga.; December 11, 2014

Norfolk Souther was also in town doing switching, occupying the track the Sandersville train needed to use. NS quickly backed into the yard and changed tracks so the interchange traffic could come in.

Sandersville Railroad and Norfolk Southern; Tennille, Ga.; December 11, 2014

Once the interchange was done, we headed back to the Sandersville shop, where the the railroad's offices are also located. We entered the foyer and knocked on the door. Immediately we were waved into the office where David Ray, the railroad's general superintendent, introduced himself. He confirmed what we had feared -- the last train of the day was now in the yard and finished. However, he did offer us a tour of the yard and shop, which we eagerly accepted. We got in our car and followed him back into the shop area. Once there, he pulled out a couple of Sandersville ball caps  and handed them to us. Thank you!

Sandersville Railroad; Sandersville, Ga.; December 11, 2014

As we toured we got the complete rundown -- the railroad has three crews that come on each morning, staggered one hour apart. Each has it's own assignment and does its work as quickly and efficiently as possible; each crew takes interchange traffic down to Norfolk Southern, and by mid-afternoon the railroad is usually finished for the day. We also got to see the railroad's complete roster in the shop area, including four SW1500s, one SW1200 and two slugs.

Sandersville Railroad; Sandersville, Ga.; December 11, 2014

From here we ventured back to the Georgia Central and continued our trip. But we had a fantastic time on the Sandersville and look forward to getting back there for a visit again soon. You can find more Sandersville photos here.

Along the Lehigh Line

Norfolk Southern; Pattenburg Tunnel, Pattenburg, N.J.; October 23, 2014

Over the course of this past autumn I got to explore the most local busy railroad to my home, Norfolk Southern's route across New Jersey on the former Lehigh Valley Railroad. With gas prices falling, local day trips became a bit more economical, so I made the one-hour drive down to NS's Lehigh Line a few times as the leaves turned. We'll take a geographic look at the line, starting just across the Delaware River in Easton, Penn., where we see a westbound train on the former Lehigh Valley passing under an abandoned bridge that once carried the Central Railroad of New Jersey across the Lehigh River.

Norfolk Southern; Easton, Penn.; September 28, 2014

Now we'll get into New Jersey. Coming up from the Delaware River, trains are digging into the grade up to the summit at Pattenburg Tunnel (top photo in this blog) as they pass through Bloomsbury. Two nice overhead bridges provide good views in both directions here.

Norfolk Southern; Bloomsbury, N.J.; September 28, 2014

On a rainy day in October we look the other direction at Bloomsbury as the local train from Allentown, Penn., heads back west.

Norfolk Southern; Bloomsbury, N.J.; October 23, 2014

At Jutland there is a nice overhead bridge, where we see an oil train passing underneath. Oil trains have really added a lot of traffic to the Lehigh Line.

Norfolk Southern; Jutland, N.J.; September 28, 2014

An overlooked location is Hamden, located in the woods west of New Jersey Route 31. The Lehigh Line passes through back-to-back truss bridges here, crossing the Raritan River (westernmost bridge) and Cramer's Creek (near bridge in the photo below). Another oil train heads east through the two bridges.

Norfolk Southern; Hamden, N.J.; October 9, 2014

Downtown Stanton Station (which consists of a general store and not much else) is a good place to photograph eastbound trains in the afternoon, as the tracks curve southward here to provide good lighting. A stack train snakes through the S-curve just north (railroad west) of the town.

Norfolk Southern; Stanton Station, N.J.; October 9, 2014

Just south of the grade crossing in town, we find a stand of late autumn color hanging in there. A stack train rolls through on it way east. Just ahead is a passing siding where meets often take place, so there can be a lot of action in a short time at Stanton Station.

Norfolk Southern; Stanton Station, N.J.; November 6, 2014

We'll head just a few more miles east for our last shot. Here we find an eastbound train crossing the Raritan River at Neshanic Station. The train has some more rural running to do before it starts entering suburbia on its way to the yards and refineries near New York City.

Norfolk Southern; Neshanic Station, N.J.; November 15, 2014

And we'll conclude with a story about the top photo in this blog. On a rainy day word got out that two of Norfolk Southern's heritage units (a total of 20 units painted for the predecessor roads that make up Norfolk Southern) were coming east. One of the two heading this way was painted for the Virginian Railroad, the other for the New York Central. The Virginian was a rugged mountain line and I thought a shot of the Virginian unit coming out of Pattenburg Tunnel would be appropriate. I had a friend who was monitoring the progress of the Virginian unit through the Lehigh Valley in Pennsylvania and I knew the New York Central unit was on a train about two hours behind. I timed it out carefully and walked in to the shot at Pattenburg Tunnel about ten minutes before the train was due. I waited for the train... And waited... And waited... After about an hour my friend called to say the train (which was carrying oil) went into a siding near Bethlehem, Penn., and would be sitting there indefinitely because the refinery (across New Jersey) already had a train unloading there and there was no room for another train. By this time I was pretty sure the New York Central-led train was only about 30 minutes away, so I waited in the rain for it. Sure enough, it did show up right about when I guessed it would, so the top photo of this post is really just a consolation prize photo.