Bridge Tending on the 
Penn Central

Mystic River Bridge, Mystic Connecticut

I lived in Mystic, Connecticut for the summer and fall of 1972. I had the use of a good camera and was a short walk to the former New Haven ‘Shoreline’ and so I often watched the trains, mostly Penn Central passenger trains. As a child, my family rode the New Haven occasionally and I remember riding along and seeing the ocean much of the way. In 1972 my interest in railroading was mild at best, but I couldn’t help but look up when I heard the rumble or horn. A friend and I had recovered and restored an old rowboat, which we kept tied up at a marina on the Mystic River across the street from where I was living. This provided me with alternative transportation, and so this little story. The marina was in the area between the Route 1 highway bridge and the downstream railroad bridge, and I often rowed that stretch of the river when I wasn’t working painting houses.

Before — 1968-1972

Having worked on a sport fishing boat in Niantic, Connecticut in the early 1960’s and having to help guide the boat through the narrow channel between the Route 1 bridge and the New Haven’s lift bridge, I was acquainted with the routine of notifying the bridge tender when wishing to pass through the channel. It was the same routine in Mystic; once or twice we took the boat over there and had to pass through the bridge. I got a kick out of blowing the klaxon and seeing the bridge open. Back in the ‘60’s, the New Haven trains were shiny and flashy but by the time I was back there they were dirty and looked worn out. Penn Central didn’t really care about passenger trains and they did their best not to dissuade anyone of that attitude.

Westbound train pulled by PC 4267, looking like a seagull roosting spot, just after passing through the Mystic River bridge on its way to New York City. 1972

One day I rowed down to the railroad bridge, tied off the boat, and climbed up to have a closer look at the bridge. The bridge tender invited me in and so started a ritual of rowing out and visiting that summer. I think I recall his name as Bob but do not remember his last name. I pretty much stayed out of his way, but he showed me how everything worked. He wouldn’t open the bridge for boat traffic if a train was due within a certain period of time, and sometimes the boat traffic piled up.

Bridge tender at his post on the Mystic River bridge. 1972

The bridge was a double track center bearing through truss swing bridge dating from 1919. It had an interlocking plant that protected the trains when the bridge was not fully closed and locked in place. Rails on the bridge locked into place when the bridge was closed, ensuring safe and smooth ride across the joints. There were derail switches on each track on both sides of the bridge. These would prevent a train from going onto the bridge if it wasn’t fully closed and locked in place or over the bridge abutment and into the river if the bridge was open.

It was an enjoyable summer there and I took a few photos to remember it by. I wasn’t interested in a railroad career back then and don’t remember much detail about the bridge operation. Penn Central was a depressing operation and I moved on. What I never imagined were the changes that were coming to the railroad and to the Mystic River bridge and that I would spend almost forty-five years (so far) working in the railroad industry.

Westbound Penn Central passenger train passing a work train on the eastward track, just west of the Mystic River bridge. Note exhaust from the derrick behind the locomotive and first car. 1972

Mystic River bridge in the open position, looking west. Bridge tender’s cabin to the left of the jointed mainline track. 1972

So, in doing some research for this story, I came across a series of photos in the Library of Congress taken by W.H. Moore in 1968, just before the Penn Central took over the New Haven, for the Historic American Engineering Record that show the bridge in great detail. They are too good to pass up and since they are in the public domain, here are a few of them.

All of these and a few more that I didn’t include here are covered by the following citation:

Historic American Engineering Record, C., Moore, W. H., New York, N. H., American Bridge Company, Searles, Union Switch & Signal Company & National Railroad Passenger Corporation. (1968) New York, New Haven & Hartford Railroad, Mystic River Bridge, Spanning Mystic River between Groton & Stonington, Groton, New London County, CT. Connecticut Groton New London County, 1968. Documentation Compiled After. [Photograph] Retrieved from the Library of Congress, https://www.loc.gov/. If you’re interested in railroad bridges, the Library of Congress has over 1,000 images, most of which are available online.

Mystic River Bridge in Closed Position. 1968

Mystic River Bridge in Open Position. 1968

Center Pivot Under Bridge. 1968

Detail of Rack and Track Mechanism. 1968

End Pier Locking Wedge and Wedge Lock That Holds Bridge in Closed Position. A Similar Mechanism is Located on Center Pier. 1968

Bridge Tender’s Cabin Viewed from Open Bridge. 1968

Miter Rails with Rail Alignment Guides on Movable Span in Unlocked Position. 1968

Electro-Mechanical Interlocking Machine and Track Diagram. 1968

Foot Operated Limited Override Switches. 1968

Mystic Depot in 1972.

After — 1991

Traveling back to Mystic many years later, I wanted to see the replacement bridge that Amtrak had installed. Rebuilding the northeast corridor had been front page railroad engineering news for several years and the Mystic River bridge was one of the features. It was finally finished, and I was able to go by and have a look. The difference between 1972 and 1991 was amazing. The bridge was in operation, still a swing span truss, but the bridge tender’s cabin was now on top of the bridge structure. Welded rail, concrete ties, elastic fasteners, deep ballast, and beautifully surfaced double track. Derails were still in use protecting the trains and the bridge. Bob was most likely retired, and I didn’t try to meet the new bridge tender because I couldn’t find the ladder. Train traffic across the bridge was busy during my visit, and I was content to see it in full operation.

New bridge in a partial open position, looking west. Note derails by signals and red stop indications. Sept. 28, 1991.

Westbound train on new bridge. Sept. 28, 1991.

Looking east there is still some jointed track east of the bridge by clear signal at MP 135.8, just past the depot. Note 60 mph speed limit and clear signal. Sept. 28, 1991.

Amtrak’s Mystic Depot, looking even better than it had in years past. Sept. 28, 1991.

Eastward view of bridge partially open, interlocking rails visible on both tracks at end of bridge. Sept. 28, 1991.

Fully open bridge.
Tri-colored signal above stop signal. Sept. 28, 1991.

Westbound train through bridge. Note 55 mph speed limit sign for trains crossing bridge. Sept. 28, 1991.

Of course, even these ‘after’ photos are outdated now. Amtrak has electrified the corridor from New Haven to Boston and the entire railroad is lined with catenary support structures and wires. I haven’t been back to examine the electrified bridge, but have ridden across it on a couple of occasions behind now-retired AEM-7’s. The only diesel-electric locomotives you’ll see there now are occasional freights of the Providence & Worcester Railroad and Amtrak work trains. But the new Mystic River Bridge should be around for a good long time.

Peter ConlonPhotographs and text Copyright 2022

Of Time and the Railroad

Southern Pacific Cab-Ahead 4274 passes Rocklin, California on November 30, 1957, headed for Donner Summit.

It’s the last day of November in the foothills of the California Sierra-Nevada and remarkably warm for the time of year. The station-board by the main line reads “Rocklin.” There is no longer a station building here but you can usually spot the location of a former Southern Pacific station by the presence of a mature palm tree, and in 1957 Rocklin has a fine specimen.

At one time, this was a staging point for the long climb to Donner Summit, but its roundhouse and its busy turntable are long gone. In 1957 Rocklin is a quiet, peaceful and unspoilt place. (Today, in 2022, there is an elevated highway interchange at this location.) On either side of the tracks a few wildflowers mix with the tall grasses, including some California poppies which have been dormant over the hottest months of the Summer. Jointed rails creak in the midday heat.

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Editor’s Notebook

Many of our readers will have fond memories of a Lionel Train set under the Christmas tree. It’s that time of year again, and I wanted to share a video we produced last year with artist Angela Trotta Thomas, who features Lionel trains in her work. Angela’s art is sure to evoke many happy memories and watch for her special connection with singer/songwriter Neil Young.


Help preserve our photographic heritage

We are very enthusiastic supporters of the Center for Railroad Photography & Art, and this is a great time for you to consider becoming a member for 2023. A $50 yearly membership helps support their work, and gets you four issues of the excellent magazine “Railroad Heritage.

Click here for information about CRP&A membership.

A recently released video reviews the current state of their collection which includes the work of some of the most important and influential railroad photographers.


Best wishes for a safe and enjoyable holiday season, a Merry Christmas, and all the best in the 2023!

Edd FullerEditor

The Garden in the Machine

The Bellevue, Ohio Roundhouse

The railroad roundhouse is a purely utilitarian, yet graceful design, that clearly demonstrates the design and engineering maxim that form follows function. Comprised of two uniquely engineered components; the turntable and the shed, the roundhouse is designed to house the maximum number of locomotives in a confined physical space. At its core is the turntable, which allows it to align a locomotive to any track that radiates from the circle. The accompanying shed is situated around the turntable pit on a concentric ring, ranging in size from a portion of a geometric arch to a full circle. While the roundhouse is designed for maximum efficiency, it is natural to humanize it and think of the roundhouse as a stable for iron horses, or a bustlingservice station in which railroaders are busy fussing over locomotives to keep them in top running condition. But to me, the railroad with its network of track and supporting infrastructure is one giant sprawling and complex machine, with the roundhouse serving as just one cog of it.

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50 Years Gone

South Shore freight in Michigan City yard.

This is a story of friendship and time travel. Recently, Kevin Scanlon (one of my best friends) and I decided to attend the Center for Railroad Photography &Art (CRP&A) conference at Lake Forest College in Illinois. We’ve done this six times before and usually drive west on a route that avoids interstates for as long as we can. Our journey normally takes us up to Cleveland, then along the lake as far as we can go. It’s an easy drive and Kevin always fills his iPhone with incredible and insanely varied music.

This year, we had planned a visit to an auto plant for a tour but found that they don’t do that on Thursdays. What to do? Well, back to that original route via Cleveland! Kevin offered to drive, and we arrived in Cleveland mid-morning. We are both industrial geeks and the big steel mill (actually two mills now merged into one) along the Cuyahoga River is always a draw for us.

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Train Time at Greenwood

There was a time when the small-town station was a community focal point.  Pretty much everything came by train, from the people, to the mail, to the packages, to the goods destined to be sold at the general store.  While those days ended with the advent of the family car, the motor truck and the superhighway, the few towns that still have an active train station offers a glimpse at a bygone era.

Offered in evidence is the town of Greenwood, Mississippi.

Greenwood is a town of modest size situated in the Mississippi Delta region.  The tracks of the Yazoo & Mississippi Valley date from the dawn of the 20th Century, and have passed down through the control of the Illinois Central to today’s Canadian National.  Passenger trains ceased stopping here well before the dawn of Amtrak, but returned in the 1990’s when the I.C. downgraded the old passenger route of Casey Jones notoriety.

On an early March evening in 2010, passengers have congregated outside the waiting room, waiting for the impending arrival of the northbound City Of New Orleans.  One of the conductors taking over the train has talked with his waiting passengers, who have gathered trackside with luggage in hand.  After a few moments, a distant horn is heard and shortly the northbound City pulls into town with a glare of headlights and blaring horn.

It’s train time at Greenwood.

Mary McPhersonPhotograph and text Copyright 2022