New York Central Alco RS3 #5527 passes through the former Interlocking #26 at the east end of the Worcester Yard on November 5, 1967 (unknown photographer, author’s collection, scan of Agfachrome transparency. Worcester Stamped Metal never had a sidetrack – the Worcester Consolidated Street Railway used to run between the B&A and the building. The real hidden story here revolves around NYC simplifying infrastructure to cut costs.
In the mid-1950s, facing rising costs and declining traffic, NYC announced a plan to single-track much of the system and install Centralized Traffic Control (CTC), this included the Boston & Albany. The railroad postponed that project while traffic projections were reassessed as the traffic decline showed signs of stopping, possibly due to the growth in automotive and intermodal traffic. In the meantime, NYC took other methods to reduce their plant. Here at milepost 43.2, Tower 26 has been demolished and the interlocking reduced from five crossovers to just one plus a spring switch at the entrance to the yard, protected by a single aspect dwarf signal. The spring switch let eastbound freights exit the yard without having to stop and reset the switch once clear. It was one of only two places on the mainline that had them at this time, the other being both ends of the single-track crossing of the NY State Thruway in East Chatham, NY. Westbounds meeting a stop signal at the home signal (seen just past the end of the train) had instructions to call Tower 28 for instructions immediately. Eventually, NYC and Penn Central would reduce the main to a series of CTC islands like this, controlled remotely from just a few towers.
In the mid-1980s Conrail finally single-tracked the B&A. Since then, double track has been going back in and may stretch continuously for 150 miles from Boston to Pittsfield in a few years if the plan to increase passenger service beyond Worcester comes to pass.