Amtrak 350 & 355 to Pontiac and Back

[GP30M4216]

Had the pleasure today of taking a trip with Mike (Mackinac Mac) on Amtrak trains 350 and 355 from Dearborn to Pontiac and then return to Dearborn. Decided that one can take the Amtrak to Chicago to see the endless rails and interlockings and bridges and such, but why not take the train to our own backyard to get the view of things from the GT Shoreline or the Holly Sub. The weather also managed to co-operate for the entire day, which was an added bonus in these days of redundant gray skies.

Train 350, the Wolverine.
Our trip began at the Dearborn Amtrak depot, which an Amshack though it may be, has been cleaned up somewhat outside and in. We were the only two passengers boarding at Dearborn (because no one else would want to take the loooong trip that could be made in half the time to the end of the line by car), and we departed 25 minutes off schedule at 2:20pm. Our consist was phase IV P42 Genesis #26, followed by an Amcafe I, two phase IV horizon coaches, and phase III NPCU F40 Cab #90219. We never got to pick up much speed out of Dearborn, as just past CP-Lou, a MoW crew was out working on the running track (old EB main), and yard lead for Livernois. Livernois has the usual supply of CR, NS and CSX geeps on hand, as well as a Conrail Crane near the Central Ave. Crossing. We then proceeded slowly through West Detroit interlocking, and around the wye at CP-Scotten. Those metal relay boxes surely do not do justice to the once complicated and busy interlocking that West Detroit was in days gone by! Just past CP Scotten and we paused for a minute before getting clearence through CP-Vine to cross off the Conrail and onto the GTW, just in time to stop again. This time we waited for more then a half hour just up the line from the I-94 bridges. Freight traffic (no doubt poor dispatching on CN's part), was the culpret. First passing us southbound was a CN Mixed Freight, led by three CN Zebra Stripe units, the first two fully cowled, and the third a standard SD40-2. And we continued to wait.... and wait.... For a railfan's enjoyment, on the Conrail main shortly after the CN train's passing came a CSX mixed freight, led by a scheme 6 SD50 and SD40-2 #8400 in rare scheme 5 colors. This train was made up primarily of steel coil cars. Finally, we get the go ahead and 5 minutes we're at the Detroit station. We're now one hour behind schedule.

We proceed showly out of the station on the GT to Beaubian, where we stop twice because a switch needs to be hand thrown. Taking out Beaubian Tower just to have Amtrak crews hand throw switches does not sound like progress to me! We noted that the movable-point diamond are still in place here, where the CR main crosses to the north side of the GTW line. We were finally through this interlocking by 2:31pm, and slowly moving through Milwaukee Jct. by 2:38. Another site of a interlocking tower and diamond now just a memory. Waiting just north of the Caniff Ave. crossing was a SB Powder River coal train, led by an impressing consist of a ATSF Warbonnet C44-9W (with BNSF sublettering), two BNSF Orange and Green Heritage II C44-9W's, and a CN SD70M.

This Caniff Ave. area is very important if you're looking for GTW Cantilever signals. From this point northward are FOUR, yes FOUR very classic searchlight Cantilever signals. The first is a northbound signal at MP6. A SB cantilever is also present, just south of the Davison/I-75 interchange. Both are still in operating condition and sport WRRS parts. A second pair is located near the crossing where Oakland Ave crossed the GTW farther up the line. The SB one has lost its target, and its unknown if the northbound signal is still functional or not. However, inbetween it must be noted that Ford Junction has been ripped out entirely. The diamond have been removed, and the CR line west of the diamond at Oakland Ave has been paved over. Interestingly enough, the advance and absolute block signals on the CR Ford line are all still in place, and all showing absolute stop (red) indiactions! It should also be noted that the GTW Holly subdivison through here is entirely jointed rail, and much of it is paralleled by classic CTC poles.

Continuing northwestish, north of the 8 Mile/Ferndale COFC terminal was GT GP9R #4610 with a short three car local. Signal bridges are still in place in Ferndale, although the southbound bridge has had its faces turned and new "Safetrans" style mast signals installed and operational next to it, a sign that these bridges and cantilevers may be in danger in the future. At Royal Oak, we departed the station at 3:57pm, and lined up on the southbound main were two road freights held for us to let passengers off. First was a mixed freight made up primarily of tank cars, led by RARE DW&P painted SD40-2 #5905, and CNNA painted SD40-2 #5363. Directly behind this train was another SB freight, led by a gray and orange SD40-2 sublettered for WC, an Illinois Central unit, number 6009, and GT GP9R #4614. This was a container train.

We left the Birmingham platform at 4:05 and arrived at Pontiac at 4:28pm, about 3 minutes before we were to depart as train 355 westbound. Signal bridges are still in place and functioning at the "Yellow Cab" crossovers south of Pontiac.

-------------------------------------------------------------------

Train 355, the Twilight Limited.
Our turnaround time was great - 5 minutes later and we head boarded passengers and were departing Pontiac as train #355, the westbound Twilight Limited, at 4:33pm (only 3 minutes late!). Just out of the station and we pause again, as light unit GT GP38-2 #4918 had been following us northward and crossed to the other main. Continuing south, GT GP9R #4625 was switching the Yellow Cab yard with cuts of various auto-related cars. We were at Birmingham again at 4:45 and Royal Oak by 4:52. Crossing over I-696, we again begin to slow....and slow....and stop. AGAIN! The conductor got on the PA and explained it was a freight traffic delay. CN is not Amtrak's best friend! We waited for over 20 minutes for an unseen train, then began to pick up speed southward, passing GT #4610 again, and crossing over to the NB main. South of 8 Mile, we overtook the container train from earlier, led by Gray and Orange #6917 (WC), IC #6009, and GTW #4614. Under the classic cantilevers at the Oakland Crossing (MP8) and north of Caniff Ave. (MP6), and also overtook the not-moved coal train. We rolled off the Holly Sub through Milwaukee Jct. at 5:32 to see a WB train waiting for us on the Conrail. We crossed over the Conrail again at Beaubian (again, noting the movable points diamonds) at 5:34pm, and stopped at the Detroit station at 5:35pm, almost a half hour behind. An EB CN mixed freight was on the EB main waiting for us to clear out of the way.

We rolled through CP-Scotten under cover of darkness at 5:47pm, and hammered the lone diamond at West Detroit at 5:50. The same units were sitting at Livernois as before, along with the addition of two CSX CW40-8s. Finally, we rolled into Dearborn at 5:55pm, 21 minutes behind the Amtrak clock.

This trip would be recommended for any SE Michigan railfan, any Michigan railfan in general, or anyone who likes to see the urban backyards and railyards a la trip-to-Chicago style. It's rather affordable too! $20 round trip is the maximum fare from Dearborn to Pontiac and back.

Hope you all enjoyed!