At the time of the split, June 1, 1999, in the Detroit area, the only two towers staffed by Conrail that were still manned and open were FN Tower at Trenton and the River Rouge Drawbridge. The Rouge operator, in addition to operating the drawbridge, also had local control of the interlocking. I mention that to make it clear because other drawbridges on Conrail (Maumee and some points east for example) were just bridge operators and did not control the interlockings at their locations. The other dispatching locations, in addition to the ones already named in another post at Mt. Laurel and Selkirk, were Pittsburgh, Dearborn and Indianapolis.
Prior to the CR split - the trackage that CSX Baltimore Division operated on that was dispatched by CR was handled from their office at Mt. Laurel, NJ (outside Philadelphia). After the split those desk(s) were moved to the office at Selkirk, NY. which then handled all the NE part of the territory CSX acquired (nominally Collingwood (maybe Buffalo) to Selkirk and on to Boston as well as South to Philadelphia as well as the segment from Chesapeake Jct to CP Virginia, the Landover Sub and the Popes Creek Sub from Bowie to the Morgantown Power Plant on the Potomac River in Southern Maryland. Over the ensuing years, the territory from Nicetown (North of Philadelphia) to Philadelphia as well as all the other CR Territories South of Philadelphia were folded into various CSX Baltimore Division Dispatching desks. Two Selkirk dispatching personnel were transfered to Baltimore (then Jacksonville) when the work was moved from Selkirk.
Never too old to have a happy childhood!
Found this old thread over on Train Orders.
https://www.trainorders.com/discussion/read.php?2,954244
At the time of the '99 split, where were the Conrail dispatching offices across the system? Did they staff any interlocking towers in the Detroit metro area?
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