Last call to see the US Capitol comes from the Metropolitan Branch Trail that parallels the tracks. The bridge carries Metro's Red Line over the ex-B&O, now CSX, tracks while the CPL signal advises Rule 286: "Proceed at medium speed, preparing to stop at next signal and be governed by the indication displayed by that signal."

Prior to its closure in 1992, you would have found QN Tower on the left.

Links to older pics: 1992, 1992

The shape of these warehouses along 8th Street just north of Franklin Street, and their proximity to the Met tracks (right), suggest they once had sidings. Please chime if you know what these buildings had housed. The number of customers served directly from the Metropolitan Branch has dwindled to but a few.

The view back from the Monroe Street bridge shows Metro's electric trains, which can dip and rise more easily than heavy freights, scoot underneath the latter to emerge in the middle. Presumably operating in the middle of the CSX tracks, rather than along side, offers an advantage. If instead the alignments had been side-by-side, then not only Metro but also CSX could switch trains between their tracks, but CSX would have trouble reaching customers on the Metro side.

This is where the Metropolitan Branch tracks finally curve west from their north and even northeast heading out of DC.

Shortly after its tracks squeeze between those of CSX, Metro's Brookland-CUA station further sandwiches itself between Monroe Street and Michigan Avenue. This is one of only a few Metro stations built on a curve. Station canopies never extend the full length of the platform, presumably to accomodate those who prefer to stand in the sun.

Prior to the Metro, the B&O's University Station had been located in this vicinity. CUA and University refer to The Catholic University of America.

Found on the CUA campus is the Thomas W. Pangborn building; to my knowledge Thomas is not related to B&O promoter Joseph Pangborn.

At 4 pm the afternoon commuter rush is underway. Overpasses like Michigan Avenue provide an easy view of the action as Metro leads CSX by 4 trains to 0.

At first glance from the Taylor Street overpass it seems CSX has avoided being shut out, but actually this photo was snapped during a bright morning a week later. Note the disused siding in the shadows at bottom left.

Patterned concrete is the hallmark of a recently updated bridge.

The Metropolitan Branch remains a stronghold of B&O-era CPL signals. The Fort Totten Metro station lurks up ahead.

The bridge that carries New Hampshire Avenue has also received a recent facelift. The original grade crossing here dates to 1934 and has been dedicated the Charles A. Langley bridge.

Immediately ahead is where Metro in June 2009 experienced its deadliest accident, one that occured when a DC bound Metro train struck another that had stopped. Anticlimbers were insuffient to prevent one car from plowing into and above another.

Links: NTSB accident photo, accident info

By contrast, the Kansas Avenue bridge has not yet received the 21st Century makeover. I assume these bridges were widened in the 1970s for Metro, but they have an older appearance that leaves me confused. Perhaps they date to grade separation sometime around 1940 or 1950. Someone in the know please speak up.

Before a whitewash, the metal sign at center displayed CSX; behind it may lurk a B&O herald. The other side of this bridge has neither CSX sign nor herald.

Yes, DC does have some streets not named for States, such as Aspen Street at milepost 6. That's Metro's Takoma Park station in the distance, with tall buildings of Silver Spring rising behind.

The Red Line's Takoma Metro Station sits adjacent to Cedar Street. The four tracks diverge to make room for the station within their center, and that means these bridges do date to the 1970s when Metro was constructed here.

Before Metro barged in, a distingished marker announced the boundary between Maryland and the District of Columbia, as illustrated by the photo linked below. Now this rail post makes a poor substitute. When rails like this are employed as mile markers, the flat surface (bottom of the rail) is turned to face the tracks.

Link to older picture: entering DC

A six-car Red Line passenger train scoots under Montgomery College's pedestrian overpass. The addition of Metro removed and/or obscured B&O artifacts that would have lingered along this stretch.

The pedestrian overpass is a nice spot from which to look both back...

...and ahead. Note two different styles of milepost 7 markers outside the tracks at left and right.

Put a Metro stop just outside the height restrictions of DC and you get buildings that grow tall. Most of those seen here were raised up after 1990, but not the tiny brick structure at center, that's the restored B&O Silver Spring station.