Point of Rocks, Maryland

A Very Special Rail Fan Destination
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Former Baltimore & Ohio train station – Point of Rocks, Maryland

Rail fans come in many flavors: train watchers, history buffs, modelers seeking details, technical enthusiasts, equipment lovers, and photographers both hobby and serious. Point of Rocks has it all with robust rail traffic as an added bonus.

The station itself is the shinning jewel. Designed by E. Francis Baldwin in the Victorian Gothic style and built by the Baltimore & Ohio Railroad (B&O) in 1876, it remains as one of the most beautiful of historic rail road structures. It is not opened to the public and is used by CSX as an office. In 1931 it was struck by lightning and gutted by fire. We can be thankful that the B&O ordered its full restoration.

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The attached freight house is located on the east side of the station.

The station sits inside a wye formed by the junction of two former B&O mainlines (all tracks are now owned by CSX). The south side of the wye (shown above) is the Metropolitan Subdivision which carries most of the traffic you will see here and moves CSX freight east and west. This is the “new” main line completed by the B&O in 1873. The north side of the wye is the Old Main Line Subdivision and carries trains to Baltimore. This is the original B&O main line completed in the mid-1800’s. The east side of the wye connects these two main lines and is used primarily by Maryland Area Regional Commuter (MARC) trains diverging from the Metropolitan Sub to the Old Main Line Sub and eventually to the Frederick Branch.

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Point of Rocks Tunnel

Just west of the station is the Point of Rocks tunnel. The original single-track main line is the track on the left which goes around the cliff. The tunnel was completed in 1902 when it became necessary to add a second track. The tunnel portal is an interesting brick structure with “Point of Rocks” cleverly spelled out by protruding bricks. Both the east and west portals are of the same design. Most tunnel portals are drab concrete affairs but from time to time the railroads made the decision to get fancy. Another good example is the old Chesapeake & Ohio Railway Ft. Spring, WV tunnel which is of a classy art deco design.
Just over the river bank from the original main line was the Chesapeake& Ohio Canal (C&O). Space is tight here and the rail road and canal folks were often at odds. A wall between the two was constructed to help ensure the trains did not scare the mules pulling the canal boats

“Less than the width of a baseball diamond. For a quarter mile at Point of Rocks the space between the Potomac River and the mountain is that narrow. The C&O Canal Company and its arch rival the B&O Railroad were sure both a canal and a railroad wouldn’t fit there. Which one would get the land needed for their project? Who would decide? How long would the decision take?

These are things that intrigue me about Point of Rocks. The C&O Canal Company believed they owned that strip because their predecessor, the Potowmack Company, had owned the land. The B&O Railroad fought this and the dispute went to court in 1828. It took four years for the court to decide in the Canal Company’s favor.

In the end the C&O Canal Company came to an agreement with the B&O Railroad because the canal company needed the money. They managed to squeeze a canal and railroad into this narrow strip. It still didn’t quite fit. To make more room the B&O Railroad later blasted a tunnel through the hill next to the canal. Both companies operated side by side until the canal closed in 1924.”  – Ranger Lisa – CanalTrust.org

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Under a beautiful sunset an east-bound freight approaches the station.

For night photography Point of Rocks has a pleasing array of lights which are helpful in illuminating the area, lessening the need to use a flash (I actually never use a flash for night photography). The well-lighted areas also provide a measure of safety when moving about trackside. My only complaint, and it’s a minor one, is that I wish the station had some exterior lighting.

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The blinking light from the EOT of an east-bound stack train rolling through Point of Rocks.

I grabbed a few shots of commuters de-boarding the MARC trains. I’ve never had any real objection to people showing up in my images. Most often, unless they are blocking the critical elements of a composition, they can add interest to an image. I enjoy capturing the hustle and bustle of folks coming and going about their daily routines. In large cities like Chicago or New York the mass of souls moving about can be quite fascinating.

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MARC passengers at the Point of Rocks station.

The MARC Brunswick Line runs 9 east-bounds and 10 west-bounds through here Monday through Friday. Not all of them stop here though. I’m not clever enough about train movements to understand how that 9/10 train schedule works. In addition, the Capitol Limited goes by twice a day seven days a week—one west, one east. Those 21 passenger trains are a nice addition to the already busy freight traffic.

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My recent trip to Point of Rocks (September, 2016) was my first and I look forward to a return. My primary interest in such places revolves around railroad photography and this beautiful place offers a rich array of photo opportunities. I did not explore all potential locations and following my return home I’ve thought of other compositions I’d like to explore. A little east of the station along the Old Main Line there is a grade crossing. From looking at Google maps it appears there might be some nice views looking back west towards the station.

Saying goodnight from Point of Rocks and wishing you Happy Rail Fanning!

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Fred WolfePhotographs and text Copyright 2016

See more of Fred’s work at http://fredwolfe.Zenfolio.com or find him on Facebook at Wolfelight-Images and at http://www.facebook.com/fred.wolfe.98

When Documentation
  Becomes Art

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Elevator at Sunset, Yuma, CO – January 6th, 2013

Grain elevators have fascinated me as long as I can remember. Growing up in the Midwest meant seeing these unique buildings along the tracks of even the smallest communities. Symbolic of the agrarian roots of the region, they were often the tallest and most imposing structures in farm belt towns. Along the granger railroads that I grew up with, the grain elevator was as much a fixture of the trackside infrastructure as the depot. Because of that, grain elevators have long played a role in my railroad photography—so much so that I often made an effort to photograph them even if there wasn’t a train around for miles.

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An example of incorporating an elevator into a railroad composition during my early photographic years. Kankakee, Beaverville and Southern Railroad in Beaverville, IL. Date unrecorded but in the mid to late 1990’s.

When I moved to Denver, Colorado in 2001, I was enthralled to find that the grain elevator was as prevalent on the high plains of eastern Colorado as it was back home in Illinois. Once again, I found myself taking photos of these magnificent structures. Something happened in early 2010 that really sealed my commitment to this exercise. One day while driving past Bennett, CO, I noticed that the old wooden elevator there was no more! Seeing the bare ground where the elevator had once stood hit me hard. Shortly thereafter, I decided that I really wanted to start documenting as many of Colorado’s remaining elevators as I could before other elevators suffered a similar fate.

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A large format photograph of the wood elevator and one of the concrete elevators in Bennett, CO. The wood elevator was torn down in late 2009. While shot with a large format camera, this image is pretty similar to my efforts across all photographic formats at the time. Documentary but hardly artistic. Date unrecorded but probably taken in 2007.

My initial efforts were about as documentary as a three-quarters wedge shot is of a locomotive. I tried to shoot with good light but the compositions were all similarly nondescript. They were serviceable as illustrations but hardly noteworthy in any artistic way. I think my goal at the time was merely to photograph as many as I could before they were gone. On a very cold February 18th, 2012, though, that all changed. I arrived before dawn to get morning light on the Eastlake elevator north of Denver. When I arrived, there was a really nice crescent moon just begging to be photographed. I had my tripod and quickly set-up to photograph a “blue hour” shot of the elevator, something I hadn’t tried yet. When I got home and compared that image against my more typical shot after sunrise, I was smitten by the additional grace and beauty of the moon scene as a whole. Indeed, the elevator became even more interesting to me. After that, I really started challenging myself to see elevators in new ways by looking at details, placing the elevators in the environment where they reside, incorporating vehicles and other elements into the frame, etc. These all became new photographic tools for me.

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The photograph that changed my approach to the Colorado grain elevator project. Eastlake, CO – February 18th, 2016

2012 proved to be a wonderful year for the project in another way, too. That was the year that I came across the grain elevator page of Gary Rich. Gary’s PBase page (http://www.pbase.com/grainelev) was full of information about the grain elevators of Colorado and many other states. It was also full of wonderful elevator imagery. Gary has since become a great friend and we have gone on many grain elevator photographing excursions together.

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Detail of Steel Tile Elevator, Broomfield, CO – February 25th, 2016

“A great photograph is one that fully expresses what one feels, in the deepest sense, about what is being photographed.” – Ansel Adams

That quote has come to embody precisely how I approach my grain elevator project now. When I take a photograph of an elevator, I’m hoping to convey exactly how these magnificent structures move me. I want the viewer to feel the same appreciation I do for them, both as beautiful buildings and as symbols of the men and women who have toiled for generations to feed the country. If I can succeed at that, the project has been worth the effort I have put into it.

Click on photograph to open in viewer


Christopher MayPhotograph and text Copyright 2016
See more of Christopher’s work at Fine Art Photography by Christopher May

Hawkston Humour

The Little Train to Dirranbandi

Noondoo grain silo #1: very quiet on this visit during a dreadful drought, 30 August 2007
Noondoo grain silo #1: very quiet on this visit during a dreadful drought, 30 August 2007

The 1,067mm (3’6″) gauge network in the Australian state of Queensland is dominated by heavy coal and mineral traffic moving from mines to ports, and some intermodal traffic heading up the coast from the capital of Brisbane. Until a few years ago though, there were some scattered remnants of trains that belonged very much to the previous century—in spirit at least.

One such service was a weekly train that ran to the south-west outpost of Dirranbandi. Built in stages starting in 1904, the line arrived at its eventual terminus in May 1913. The line was built to serve small communities in the area, and like most such lines around the world, carried out its role of bringing in the essential supplies needed for rural living, and taking out the products of the land, in this case cattle, sheep, wool and grain.  This line served a second purpose, hinted at by its early nickname of the Border Fence: to prevent this traffic from moving south to travel over the rails of the rival state of  New South Wales.

The importance of the line was declining rapidly when I travelled out that way in 2007 and 2008. General freight was virtually non-existent, but the line beyond the major grain silo at Thallon still saw a weekly freight train working out and back. The train wasn’t much to look at—a handful of vans—but still a sight worth seeing if only for its anachronistic nature, a fact acknowledged by the train’s driver who, when we got to talk at one of the stops along the way, cheerily exclaimed that it was good to see someone photographing one of Queensland Rail’s last dinosaurs.

Noondale, with its disused woolshed, plays brief host, 6 November 2008
Noondale, with its disused woolshed, plays brief host, 6 November 2008

The country out this way is pretty lonely. Large grazing stations and very little population are the order of the day, with the little train heading over the light 42 pound rail and spindly track well away from pretty much anything, apart from the endless scrub and the occasional siding with a disused woolshed. Sometimes a kangaroo or two might nonchalantly cross the line. Not far from Dirranbandi, the grain silo at Noondoo would be passed. For the line’s recent history, it was this silo that justified keeping the line open. The light track meant that grain wagons could only be partially loaded. The obvious solution was to upgrade the line, but the railway and the grain shippers couldn’t agree on who’d pay, so rail service stopped and the grain had to be trucked over to Thallon, which still happens.

Noondoo grain silo #2: decent rain saw the first good crop in years - but none of it went by rail, 6 November 2008
Noondoo grain silo #2: decent rain saw the first good crop in years – but none of it went by rail, 6 November 2008

On my first trip, Noondoo was a silo-in-waiting, with the surrounding paddocks barren of grain but a year later, after the first decent rains in years, the land was alive with activity. The railway though, played no part.

Here at Hawkston, about halfway on the very light rail, there is some evidence of human activity, with a small but quite elaborate storage box built to receive the newspapers that used to be dropped off by the passing train until quite recently. Located on the long dirt road to the grazier’s home, a stop by the train would eventually be followed by the farmer driving out to collect the newspapers.

The train to Dirranbandi passes the "station master's" accommodation at Hawkston, 6 November 2008
The train to Dirranbandi passes the “station master’s” accommodation at Hawkston, 6 November 2008

I’m not sure if there was ever what could really be described as a station at Hawkston, and it’s a pretty safe bet to say that if there was it would never have had a station master, but I liked the ironic humour of the locals, allowing such a minor item of infrastructure to take on added importance, while the train disappears into the hazy distance.

Alan ShawPhotographs and text Copyright 2016
See more of Alan’s work on his Flickr page

Railways of Greece
 Part 2

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Deserted train station
Milies, Greece

The quiet village of Milies (Greek: Μηλιές) is the end station for the narrow gauge line that runs from the seaport of Volos into the interior of the Pelion Peninsula. Pelio is a rugged, mountainous region in east central Greece.

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The lush mountainsides are draped with forests of beech, chestnut and plane trees, and the cherries, apples, and apricots are said to be the finest in Greece. Pelio was so rugged, it had little communication with the rest of Greece until the late 1800s. In winter, heavy snow makes roads impassible. During the centuries of Turkish occupation, the Greek villagers here were renowned freedom fighters.

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Because access to the mountainous peninsula was so difficult, the goal of the railroad project was to improve transport and integrate the area into Greece’s economy. According to Wikipedia, “The 600 mm (1 ft 11 58 in) gauge 27 km line from Volos to Milies, a distance of 28 km, was constructed between 1903 and 1906 by the Italian engineer Evaristo De Chirico.” Service began in 1906. Construction was very difficult because of the need for six stone bridges, one iron bridge, many protective walls, tunnels, and aerial pedestrian bridges. The photograph above shows an example of the arch bridges, all built by hand by skilled rock masons.

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When I took these photographs in 1994, the line was unused and the setting had a charming, sleepy, overgrown look to it. Service was discontinued in the 1970s, but may have been restored recently for steam locomotive tourist trains.

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In the 1990s, there was a well-known bakery here where Athenians would buy bread before returning to the city (about a 5-hour drive to the south). The village ladies above had probably seen it all—strange tourists with tripods and cameras, and city-slickers with bags of fresh bread and cherries.


A Ride on the Piraeus, Athens, and Peloponnese Railway

The Piraeus, Athens and Peloponnese Railway was a narrow gauge (1.00-meter) line that once connected small towns in the Peleponnese area of Greece with Athens. Our trip will carry us along the rails from the west end of the Gulf of Corinth to Athens.

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The circles show locations of photographs. Background maps from ESRI Maps and Data.

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This is the station at Kato Achaia, a farming community west of Patras. It has a sleepy land-that-time-forgot look to it. The water tank for steam locomotives still stands. As I recall, the train was delayed and we sat at a café for an hour or two.

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As of 1997, the train consisted of modern but well-used diesel-electric rail cars. The windows were open and the train trundled along through vineyards and orange groves.

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In Patras, we had to change trains for the main line to Athens. This was a busy station because tourists from Italy disembarked from ferry boats and many boarded the train here.

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You see some refugees or gypsies on a bench. A historical note: After the Communist Bloc collapsed in 1989, thousands of Greeks from Bulgaria, Romania, and other countries were finally free to return home. Some had been stranded in the Soviet Union since the 1917 revolution. In Czarist Russia, Greeks were an important part of the merchant class and traveled throughout the vast land, but when the Bolsheviks imposed Communism, the Greeks were unable to leave. Many of their descendants spoke no Greek and had not been able to worship in Orthodox churches. After 1989, Gypsies (the Roma) also were able to travel across borders that had formerly been sealed. Finally, Albania, once a forbidden dictatorship every bit as secretive as North Korea is now, collapsed, opening the borders to thousands of impoverished Albanians who desperately wanted to find work in Greece. The people on the bench may be gypsies. These refugees have caused major disruptions to Greek society and its fragile economy.

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This “Splendid” hotel was across the street from the Patras rail station. It was probably clean enough but noisy; I will pass.

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The next major junction was Diakopto, where tourists could take the famous rack train up the gorge to Kalavrita.

Further east,  the station at Narantza  has not been used in decades. I used to vacation near here, and from my sister’s house we would hear the trains periodically rumble by. One engineer was distinctive because he tooted the horn more than other train drivers. Continuing east, the train would have stopped in the city of Korinthos.

Then the train crosses the narrow Corinth Canal (Διώρυγα της Κορίνθου), which connects the Gulf of Corinth (Korinthiakos Kolpos) with the Saronic Gulf (Saronikos Kolpos). The canal, dug in the 1890s, is narrow and mostly used by cruise boats.

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Finally, after chugging through the industrial suburbs of west Athens, we reached the Peloponnese Railroad Station on Sidirodromon Street (built in 1889). It was pretty sleepy in 1997 and some men were sitting around playing backgammon and drinking coffee (Greek gents do a lot of this). I think the station is now unused and am not sure what its fate will be.

(This is Part 2 of a two part article on the Railways of Greece. Click here to read Part 1)

Andrew Morang – Photographs and text Copyright 2016
See more of Andrew’s work at his blog, Urban Decay.

Railways of Greece
 Part 1

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The Athens to Peloponnese Railroad Station
Corinth, Greece

The Piraeus, Athens and Peloponnese Railways or SPAP (in Greek: Σιδηρόδρομοι Πειραιώς-Αθηνών-Πελοποννήσου or Σ.Π.Α.Π.) was founded in 1882 to connect the port of Piraeus (Πειραιεύς) with Athens and the Peloponnese region of southern Greece. The late-1800s was the era of great railroad building throughout the world. Greece, at that time a poor nation with isolated market towns and limited roads, hoped to support economic development by building a rail system. The Peloponnese line reached Corinth in 1885 and Patras in 1887. SPAP was absorbed by the Hellenic State Railways in 1962, now called OSE (Greek: Οργανισμός Σιδηροδρόμων Ελλάδος or Ο.Σ.Ε.). The Peloponnese rail was 1,000 mm (3 ft 3 ⅜ in.) narrow-gauge, in contrast to the continental-standard 1,435 mm (4 ft 8 ½ in.) used in most of mainland Greece. The line from Piraeus to Corinth was 99 km long. In the 1890s, it was the fastest way to make the journey, the alternate being a steamship trip.

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The map shows the location (background street map from ESRI maps and data). During the mid-20th century, tourists arriving from Italy typically took a ferry boat from one of the Italian Adriatic ports to the city of Patras, where they disembarked. Then the SPAP train took them on a leisurely day-long ride to the old central rail station in Athens. Once the modern highway was built in the 1960s, many travelers took diesel buses instead. As a result, they rushed past the charming little market towns clustered along the shore of the Gulf of Corinth and missed the train experience.

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Today, the rail station in Corinth on Dimokratias Street stands semi-abandoned. As of 2005, the modern suburban rail connects the Athens Elefthérios Venizélos (Ελευθέριος Βενιζέλος) International Airport with Corinth and, now continues further west to the town of Kiato. Eventually, the modern rail will extend all the way to Patras, and the rest of the historic narrow gauge train will be discontinued.

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This station looks like it is late-1940s or 1950s-vintage. Corinth was badly damaged by an earthquake in 1928, and possibly that eventually necessitated a new station. Another hypothesis: The railroad suffered extensive damage during the second World War, and maybe the original station was damaged.

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In 2011, the rail yard was pretty quiet, with abandoned rolling stock sitting on sidings. The arm sticking out in front of a graffiti-covered box car is an old water tap for filling the tenders of steam locomotives.

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Finally, these mechanical control units actuated track switches. Oddly, they were on the platform in front of the station waiting room. Wouldn’t tourists be tempted to fiddle with them? It’s strange they had never been electrified or adapted to control from a central control room.


The Kalávryta Narrow-Gauge Rack Railroad
Peloponnese, Greece

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The Kálavrita (Καλάβρυτα) Railway was engineered by an Italian company in 1885-1895 in the fantastic gorge of the Vouraikós River. The original steam locomotives are long gone and have been replaced with modern diesel-electric cars, but nothing detracts from the magnificent scenery or from the achievement of the engineers some 120 years ago. The route starts in the coastal town of Dhiakftó and proceeds south (uphill) through the gorge to a high fertile plateau. Kalávryta is in the East Central part of the prefecture of Achaea. You can drive there through the mountainous and scenic Peloponnese, but many people opt to park their car at Dhiakftó and take the famous train for a day-long excursion.

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This is the station in Kalávryta (2480 ft altitude). Although in use on weekends, it is pretty quiet and has a lost-in-time look to it. The town is historically noteworthy for two events. First, at the nearby Monastery of Ayia Lávra, Germanos, the Bishop of Patras, raised the flag of revolution against the occupying Turks on March 21, 1821. This eventually led to Greek Independence. The second event is more tragic. On December 13, 1943, German occupying troops massacred 1436 males over the age of 15 and burnt the town (from Blue Guide Greece, 1973 edition).

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Here are the young beauties in the old rail car.

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Zachloroú is the first stop north of Kalávryta, where many people get off the train and hike downhill through the gorge. In my case, I took a taxi from the coast to this station to begin the hike. The route is part of the E4 European long distance hiking path (if you are really energetic, you can walk the E4 from Tarifa, the southernmost point of mainland Spain, to Crete!). There are two tavernas right at the edge of the rail line. One of them specializes in delicious roasted rooster and local retsina, where you can fortify yourself with calories in preparation for the 4-hr trek. One of the nice things about travel in Greece is that even small rural places prepare amazingly good food. There is also a nice little hotel if you want to stay the night (perhaps you had too much retsina…).

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As you proceed downhill, you pass stone work sheds and water tanks, which have been restored and painted. The Ο.Σ.Ε. must have put a lot of money into the project.

All the track was replaced in 2008-2010. From Wikipedia: “The railway is single line with 750 mm (2 ft 5½ in) gauge. It climbs from sea level to 720 m in 22.3 km with a maximum gradient of 17.5%. There are three sections with Abt system rack for a total of 3.8 km. Maximum speed is 40 km/h for adhesion sections and 12 km/h for rack sections.” The total route is 33 km.

The gorge gets more and more rugged, and you wonder how the engineers managed to tunnel and bridge their way up this valley. What ambition. The tunnels are interesting because you need to be sure you are not in one when the train comes. The first time I walked the route in 2008, the system was closed while the tracks were being replaced, but the next time, I had to remember to look for the train. It’s really not a problem except for the bridges and tunnels.

Finally, as you approach the coastal plain, the gradient levels out and you have an easy walk to the depot in Dhiakftó. The geology is also fascinating, and you pass through regions of conglomerate, sandstone, limestone, and alluvial outwash.

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At Dhiakftó, the excursion train meets the main Athens-Peloponnese line (also narrow-gauge). A new full-gauge rail is being built to connect to Patras, but I do not know if the new line will come to this rail yard or be routed further inland.

(This is Part 1 of a two part article on the Railways of Greece. Be sure to check back next Thursday for Part 2)

Andrew Morang – Photographs and text Copyright 2016
See more of Andrew’s work at his blog, Urban Decay.

A Lesson Learned

The sign along the BNSF’s Beardstown Subdivision for the town of Shattuc.
The sign along the BNSF’s Beardstown Subdivision for the town of Shattuc.

Railroad interlocking towers once dotted the landscape so much that it seemed like they would always be there. Many towers still stand and watch silently as their human operators and the interlocking levers they controlled have been replaced by new technologies controlled from afar. Many other towers have vanished completely, with only a patch of gravel marking the spot where the tower once stood.

In the small, central Illinois town of Shattuc stood one of these towers. For years Shattuc Tower stood as a silent sentinel, watching the trains of many railroads roll by its broken and boarded up windows, its interlocking levers frozen in place from when the tower was decommissioned and the tower operator walked out of the tower at the end of the very last work shift. In its heyday the tower controlled the movements of the Chicago, Burlington, and Quincy and the Baltimore and Ohio Railroads. In later years the tower stood guard over the Burlington Northern and Chessie System, before being closed sometime in the 1980s. After being closed, CSX and Burlington Northern Santa Fe (BNSF) trains rolled past the unused tower on the CSX’s Illinois Subdivision and the BNSF’s Beardstown Subdivision.

Looking southeast toward Shattuc Tower
Looking southeast toward Shattuc Tower
Looking south along the BNSF’s Beardstown Subdivision
Looking south along the BNSF’s Beardstown Subdivision
Looking east along the CSX’s Illinois Sub. (Now out of service)
Looking east along the CSX’s Illinois Sub. (Now out of service)

Today the tower is gone, and one of the two rail lines it once controlled is no longer a through route. Shattuc Tower was torn down in December 2014, after having stood as an empty, silent sentinel for many decades. In 2015, in a filing to the Surface Transportation Board under STB Docket No. AB-55 (Sub-No. 748X), CSX requested and received approval to discontinue service on its Illinois Subdivision between Caseyville, Illinois and Aviston, Illinois. Because of this, the rest of the subdivision now lies dormant with an uncertain future. However, BNSF trains still ply the rails of the Beardstown Subdivision, rolling past the empty spot where the tower once stood.

Looking east down the CSX Illinois Subdivision., with the interchange track in the foreground
Looking west down the CSX Illinois Subdivision., with the interchange track in the foreground

When I came across Shattuc Tower back in 2005, the abandoned railroad tower grabbed my attention more than the previous abandoned railroad towers, depots, and stations I had come across. Previous to coming across Shattuc Tower I had never thought much about these by-gone structures disappearing, which is a shame because so few of them are still standing and even fewer are being used. Shattuc Tower made me realize just how important it is to document the railroading environment as a whole, rather than just locomotives and the rail cars they move. The tower had stood watch along with its operators for so many years and then in the blink of an eye it was abandoned. This abandoned state was to me a reminder of just how quickly life can change after being the same for so long. The tower was a reflection of life and how the advancement of technology changes how people interact with their world. Before being torn down, Shattuc Tower taught me the valuable lesson to get out and document what I can because what is standing today may not be standing tomorrow.

Looking northwest at the tower at sunset. The BNSF’s Beardstown Sub. crosses left to right over the CSX’s Illinois Subdivision
Looking northwest at the tower at sunset. The BNSF’s Beardstown Sub. crosses left to right over the CSX’s Illinois Subdivision

Tom Gatermann – Photographs and text Copyright 2016