The scope of the project was to install full Rule 261 operation between CP-CRESS and CP-SHOCKS. While CP-SHOCKS and CP-LAKE were both re-signaled independently and in short order, the COLA and CRESS portion of the project took a little longer to complete with replacement signals standing at COLA since at least July and only being finally cut over in conjunction with the entire line segment between there CP-LAKE. With the cutover CP-LAKE was removed from service as an interlocking with the third middle siding track between there and COLA being converted to having a hand throw western end.
The desecration didn't stop there as both ends of the Harbor siding were also re-signaled. This was a 6000 foot, non-signaled siding with slow speed entrance and exit. CP-WEST HARBOR appeared to have been recently rehabilitated with fresh paint on the eastbound PRR PL mast, but I guess this was just a fakeout as someone made the decision to upgrade both the entrances and exist to Medium speed operation and possibly signal the siding as well. Fortunately I was able to get pretty good coverage of COLA and WEST HARBOR, but time ran out before I could get to CRESS or the PL intermediate signals between there and COLA. Fortunately I do have a smattering of coverage from one of my contributors taken in 2006 which I hope to include in a future survey piece.
In one last bit of news I noticed at MINNICK that along with the catenary poles the Conrail-era 100Hz power supply station was also ripped out, although the PRR PL signals there were given a fresh coat of paint indicating that NS has no plans to fully destroy the southern Port Road branch yet.