Thanks to a vast amount of contributors and viewers; July's "hit numbers" set an all time record....Three people looked at the site in July up from two in April........HA
Lets start the month off with Carl Wallenmeyer's short study of North Yard in Danville. An update with multiple photos requires a lengthy dissertation , I guess.
Illinois............................*North Yard Danville C&EI
North Yard was mixed in with a place called Cory and Danville Jct. Photos 15 and 16 will explain. The Wabash, C&EI and the P&E were the players here.
A "short" list of photos means a "short"(by Wally's standards) comment about North Yard/Cory/Danville Jct. I may have to open a separate column just to handle Wally's comments !!!!!
This crossing was in Danville north and east of the main business district. C&EI and P&E crossed here. Crossing dates to the 1872 building of the C&EI predecessor Evansville, Terre Haute and Chicago. A sharp curve took the C&EI line through the passenger station to the north with the tracks on the south end of the station and the P&E crossing controlled from the tower. We could not find a permit for the interlocker so presume the crossing did not conform to IR&WC rules. C&EIRHS records show the interlocking in service in 1903. The track chart published by C&EIRHS does not agree with the available photos and the other data in their account seems to be before a full interlocking of the crossing. Cory would later be part of the plan to interlock both Danville Junction and North Yard crossings. The North Yard panel had a dual line-up feature that transfers control of Danville Jct. from North Yard to Cory. Cory has a small lever to reverse before anything can happen. When both operators are in sync, Cory can clear a signal for the P&E, east or west. Only Cory can actually clear a signal for the P&E. Once the move is complete, during normal operations, Cory returns the signals to normal, the control lever to release position and control is returned to North Yard. North Yard controls all Wabash and C&EI signals at North Yard and Danville Junction. Cory was the double track line of the C&EI crossing the single iron of the P&E. The C&EI was the junior road at the crossing so IR&WC rules would place the burden of the interlocker on them. The 1922 C&EI seniority roster listed three shifts as "Operator-Leverman" for Cory. A NYC record titled "Small Signal Plans, Ohio Division, Illinois Division, Southern Region" gives more details. The document for Cory is revision #3, 9/25/67, shows the plant controlled by a panel machine located at North Yard. The C&EI is operated by CSX, the P&E, gone.
California..........................Hobart Los Angeles SP?
One pic sent via Dale Martin. BTW....Is California still there?
ďGo to the state of California and preach against it, because its wickedness has come up before me.Ē
Two shots from DR. Wizard himself......Steve Salamon
Indiana.......................Newman Richmond 1 2 PRR
Newman was at the west end of the Richmond Station and (I think) controlled the west end yard leads for Richmond Yard. It also controlled the junction of the Pittsburgh-St Louis main line with the lines to Logansport and to Grand Rapids, MI. There also was a connecting track which led down the hill to the C&O. Newman had a USS electro-pneumatic plant.
Nine towers, four of them new and one diagram. All are off the Boston and Albany (NYC) and all were sent by Geoff Hubbs. Geoff wrote the comments too.
Massachusetts......................*SS 4 Boston 1 2 SS 55 North Adams Jct Pittsfield New York............................*SS 60 State Line photo diagram
SS 35: Palmer protected the crossing of the Central Vermont RR.
SS 45: Westfield was the crossing of the New Haven Holyoke Branch.
SS 55: North Adams Junction was the start of the North Adams Branch. We believe the old tower is in the background and the newer one in front.
SS 60: State Line had the connection to the New Haven State Line branch. The switches and signals were on the NY side of the border, but the tower was in Massachusetts.
SS 65: Chatham was at the north end of the Harlem Line.
Here is my monthly allotment of the Henry Wilhelm tower stuff.
Following them will be six more by Mike Brotzman.
Tennessee...........................*12th Ave Nashville NC&ST.L
Ashmont Terminal : The Boston Elevated Railway (BERy) was a streetcar and rapid transit railroad operated on, above, and below, the streets of Boston, Massachusetts and surrounding communities. Founded in 1894, it eventually acquired the West End Street Railway via lease and merger to become the city's primary mass transit provider. Its modern successor is the state-run Massachusetts Bay Transportation Authority (MBTA), which continues to operate in part on infrastructure developed by BERy and its predecessors.....Wikipedia
OH : The Boston, Revere Beach and Lynn Railroad was a 3 ft. narrow-gauge passenger-carrying shortline railroad between East Boston and Lynn, Massachusetts, from 1875 to 1940...Wikipedia
12th Ave : NC&STL stands for Nashville, Chattanooga and ST. Louis Railway, predecessor to the ACL, or SCL or something !!
Six more from Mike Brotzman
Pennsylvania........................KI Jenkintown 1 2 3 4 5 6
The vintage 1930 tower contained a ~39-lever US&S electro-mechanical machine and an early GRS 3-lever remote control console for the crossing at NK Bethayres. The Reading remote controlled both in 1966. Subsequent custodians of the property gave it a flat-top roof, realigned the tracks to replace the moveable point frog with a crossover switch, closed off the end of the inbound platform, and trimmed the signal from a 3-unit limited speed signal to a SEPTA flashing green wink light. KI was closed 4/7/65. KI was a Reading tower......Rob Mandeville
I think the Jenkintown tower started to be called JENK. It was remote to WAYNE in the 1960's.....Mike Brotzman
up old Mr. Normal, Don't try to gain my trust. 'Cause you ain't gonna
follow me any of those ways. Although you think you must.
Three from Dale from Alabama Martin....One is a New Haven tower !!!!!!!
Connecticut.................SS#38 Stamford NH Pennsylvania..............PK Perkiomen Jct 1 2 RDG
Here are two photos of OH (Oriental Heights) in Massachusetts. These pics shot in 2011, will supplement Henery Wilhelm's 1933 view of the tower. (See above Aug. 4) Tower "captured" by Mike Brotzman.
Massachusetts........................OH(Oriental Heights) 1 2
I've been dedicating a few updates to different operators, so I'll do another today. Since it was his first tower assignment on his own this set of Maitland photos is dedicated to Bill Haines. Mr. Haines was an operator for the EL and Conrail. Bill is the guy who arranges for me to put on a yearly all tower show at Marion Ohio every October. The photos and comments are courtesy of Steve Salamon.
Ohio...............................Maitland Erie x DT&I x ST&P Erie
These shots show the tower before it was repainted in red. All were taken on August 18, 1974. Maitland was where the Erie's Dayton Branch crossed the DT&I main line, northwest of downtown Springfield. In addition to DT&I and Erie trains, there were also New York Central trains running on trackage rights on the Erie. NYC had nine miles of trackage rights over the Erie between Glen Echo and Cold Springs. NYC (and PC) trains between Bellefontaine and Cincinnati that did not have work at Springfield were frequently routed over the Erie to avoid NYC's more congested route through the city, which included slow speed running on several blocks of street trackage. During the early 1970's, the typical train count at Maitland was 6 to 8 trains on the DT&I, 2 to 4 Erie trains, and 4 to 6 Penn Central trains utilizing trackage rights on the Erie. The operators at Maitland were Erie / EL employees, with DT&I sharing in the cost of operating the tower and interlocking.
I'm guessing the tower was built in the 1890's. The Ohio Southern, a DT&I predecessor, completed its line between Springfield and Lima in 1893. The Erie was already in place, and a tower was needed at the grade level crossing with the Ohio Southern. Another railroad entered the picture around 1903-4, when an interurban railroad, the Springfield, Troy & Piqua Railway (ST&P), completed its line between Springfield and Troy, OH. The interurban line was alongside the Ohio Southern right of way between downtown Springfield and Maitland, crossing the Erie at the same location as the Ohio Southern. The ST&P did not even last for twenty years. Most of the route was abandoned by 1922, but about five miles of track were kept in Springfield to serve freight customers, under the re-organized Springfield Suburban Railroad (SSR). The SSR conducted freight operations with electric locomotives until 1946, when it acquired two GE 44-tonners. Although the freight business was concentrated near downtown Springfield, the SSR continued to run out to Maitland to interchange cars with the Erie. The connection to the Erie was west of the tower, so SSR continued to cross the diamond over the Erie. SSR operations ended in 1959 after their largest customer closed, with the DT&I taking over the remaining freight business. For anyone interested, I would recommend Scott Trostle's excellent book on the Springfield, Troy & Piqua Railway, published by Cam-Tech Publishing. Included in that book is a 1904 photo showing the tower, with the parallel Ohio Southern and ST&P tracks.
Maitland was a train order station for both Erie/EL and DT&I. The ST&P track was once in the open area between the tower and the DT&I track. The call letters for Maitland were "NY".
The tower lasted for a short time into the Conrail era. Perhaps someone else who visits this site can provide the date of its closing...Steve Salamon
Another extravaganza from Carl Wallenmeyer. Sad to say there is no twenty paragraph dissertation on Sheff BUT the day is young. We'll see what transpires.
Sheff stood approximately 102 miles from Indianapolis; 66.3 miles from
Indiana Harbor depending on which line you were on.
It guarded the crossing of NYC's Indianapolis to Kankakee line and NYC's
Danville Line. Sheff had a USS IS&F machine with 52 levers. Its
call letter was "F". Here is another one of my boring when-I-worked-that-line, stories. I was up in Sheff only once to get train orders and I've passed by here while working for both lines...Well at least the story was short !!!!! Sad this once vibrant location, especially NYC's pride and joy, second only to the Water Level Route across the top of Indiana, the very hot Cincinnati to Kankakee Line, would be reduced to this.
If liberals treated the second amendment the way they treat the first, we'd all be carrying a personal thermonuclear device with us.
I was looking around at some folders I had not visited in a while. I opened the one that said "X". The raciest(and that is raciest not racist) picture in there was the backside of Sheff.
Indiana.......................Hugo diagram Ft. Wayne NKP x Wabash
Two more beauties from Mike Brotzman.
Massachusetts............................AY Ayer 1 2 B&M
AY was the junction of the Fitchburg Main Line, the Worcester Route, the
Hollis and Greenville Branches (all B&M). Ayer also remotely
controlled 'Willows" where the Stony Brook Branch diverged.......Geoff Hubbs
Two shots of a new tower from a new contributor; Jim Little. A "steamer" going by a tower. It doesn't get much better than that.
Canada............................*West Toronto Jct Ontario 1 2 CP Map of West Tower Jct. Article about the tower dated 1961 from James Brown , the operator in photo two. page1 page2 page3
It is the one which was located at West Toronto Junction. The plant was demolished in the 1960s when CTC was installed. It was operated by the CPR and contained 44 levers built by Saxby and Farmer from England. I believe the installation occurred either late in the 1890's or early in the 1900s. The tower protected a total of 10 crossings. Two track went east-west (CPR), and 4 tracks in a basic North-South direction. The outermost N-S tracks were CPR and the middle two were CNR. The west most N-S track, north of the 8 diamonds, then crossed over the two CN tracks to join with the east most CP track. It is all gone now, as the CNR tracks have been tunneled under the CPR tracks.......Jim Little
Everybody is wanting to get in on the act. Four new towers from another new contributor; Jeff Otto. Mr. Otto is lead archivist for the New York, Ontario and Western(O&W) Historical Society.
New York........................*CQ Central Square
Notes by Jeff Otto :
CQ :Central Square: O&W crossing the RW&O (NYC). The tower was built in 1910, call letters CQ, with semaphores replacing a tilt-board signal.
GX :The O&W referred to many of its towers by a name, in this case Neversink. It protected the single track through Fallsburg tunnel (which like Highview tunnel and Hawk's Mountain tunnel, were single track bottlenecks in double-track territory). Originally, all three tunnels had a tower at each end, and had mechanical interlocking machines that were interlocked electrically to the opposite-end tower. When the tower at the south end of Fallsburg tunnel was closed, Neversink tower was converted to electropneumatic, so it could control signals and switches at both ends. Its call letters were GX. Note that they are the same as the GX tower in Sidney, which although operated by the Delaware & Hudson, the O&W also referred to it as GX. However, GX tower in Sidney was on the O&W's Northern Division, whereas GX at Fallsburg was in the Southern Division.
Oswego : The crossing was an O&W spur off its main track that crossed the Rome Watertown & Ogdensburg (later NYC) main track. Per a 1907 ETT, when the signal was in the horizontal position, O&W trains had rights to cross. Same per 1927 rules.
WX : It was at the north end of Highview tunnel, and opposite BX tower at Highview (O&W's later name for Bloomingburg), and protected the single track bottleneck. When it was installed, it was near O&W's Wurtsboro station, which served the village of Wurtsboro down in the valley nearby. When a branch was later constructed along the valley with its own dedicated station, the old Wurtsboro station on the mainline was renamed Mamakating, but the tower retained the WX call letters.
This is hard to believe but this update of Limedale consists of only FOUR PHOTOS !!! and they were taken by ole Multi Photo Wallenmeyer himself. Why no more than four Carl???? Why the big hurry to get out of there???.....Hmmm??? Care to share the story with the rest of the class so we all can have a laugh??????
Indiana...................................Limedale 1 2 3 4 PRR CTC panel inside of Limedale and timetable page from PRR ETT #7 Oct. 1967......."R" in Pennsy timetable lingo means "controlled by".
Limedale stood at MP 40.3(miles from Indianapolis) on Pennsy's Indianapolis to St. Louis Line. The Chicago, Indianapolis and Louisville (CI&L) (Monon) crossed here. It was built in 1903 then automated in 1981 and closed in 1982. In 1929 Centralized Traffic Control (CTC) was installed from Davis Tower to Limedale. This was the first installation of CTC for the Pennsyvania in Indiana. PRR union rules prohibited dispatchers from operating switches so the CTC panel was entrusted to an operator unlike the progressive thinking New York Central in which dispatchers could operate switches. Limedale had a GRS pistol grip machine, 26 levers, 24? used. Its call letters were "JA". There was a sign in book at Limedale and railfans from all over were encouraged to sign. Some were as far away as Europe and Japan. When the tower was closed the book disappeared. Carl Wallenmeyer remembers signing this book. Maybe someone reading this knows what happened to it. Maybe its in Dan Maners basement !!!!!!.........Linda Susan Boreman
Added a map and an article about West Toronto Jct. in Canada. Scroll up to August 8.
Two more for Monday.
New Jersey................................Elmora South Elizabeth PRR
New York..................................*FX Graham NYO&W
Carl is back with nine pictures of Burnett, taken in 1967. Carl arrived at the tower just as the operator was leaving. The operator said he would be back in two hours. He never came back so Carl was denied inside shots. Hard to believe a railroader would lie or at least misrepresent something !!!!!!
Burnett stood at MP 63.9 miles from Indianapolis on NYC's Indianapolis to St. Louis Main. CE&I's Otter Creek (Terre Haute) IN to Brazil IN. coal line crossed here. Wally Mattes said something about if the angle of the diamond was between such and such degrees the cars could easily "pick" the switch, causing a derailment. In that case movable frogs would have to be used (see pictures 5 and 6) The angle was 15 degrees at Burnett. My 1952 NYC ETT shows Burnett open on first trick only. At some point Burnett was closed and opened by train order when the CE&I (L&N by this time) wanted to run something. My Penn Central ETT #6 1973 shows Burnett open on Tuesday, Thursday and Saturday; 8am to 4pm. I'm not sure when it closed for good. It had a USS IS&F machine, 28? levers, 16? Burnett's call letters were "GR".......Dan Maners
I can't slow down I can't hold back though you know I wish I could. Oh, no, there ain't no rest for the wicked until we close our eyes for good.
Six diagrams and five towers, all new towers. I'm putting this out today so you'll have something to read and look at (instead of the crap I LOOK AT) this weekend. Diagrams and pictures are via Geoff Hubbs.
Illinois.................Wann St. Louis photo diagram NYC/GM&O
New Jersey...........Jersey City Terminal CNJ
A Tower was the terminal tower and B Tower was close by; I believe it handled the coach yard. C Tower was a mile away, around the corner, in the area of Jersey City known as Communipaw. Sometimes shown as Newark Jct, it was the junction of the Newark and New York Branch....Rob Mandeville
WANN was the junction of the Big Fourís Old Main Line from Hillsboro to St. Louis and the Altonís main line. From Alton to Lenox was operated as a joint facility with a separate timetable.
After the Big Fourís new mainline was built from Hillsboro to Lenox, the original route was downgraded and saw only a couple of locals. The new route reduced mileage from E. St. Louis to Hillsboro by about 11 miles and was much faster than going via Wann......Shel Lustig NYCHS
Missouri................................*Tower 5 Kansas City New York..............................*VW Van Etten LV Virginia..................................*BH Walton 1 2 N&W
Two updates on this fine Sunday.
Pennsylvania...................*FQ (Fifth St.) 1 2 RDG Virginia.............................Randolph St. Roanoke N&W
FQ : (Fifth Street) Mechanical Style A, 36 levers, 1904 to April 9, 1956 remoted from Oley)......Rob Mandeville
No update would be complete without something from Carl Wallenmeyer.
Indiana..............................Greencastle 1 2 3 4 5 6 Greencastle was at MP39 (From Indy) on NYC's Indianapolis to St. Louis Main. It was once a stand alone tower, as evidenced by this photo (which also shows the depot). At some point the interlocker was moved into the depot. Then, as with most neat things, it was made a controlled point(CP) under dispatcher control. When these things happened is unclear. I can't even find any information on a lever count for the machine. Its closing date is bit of a mystery too. According to my 1973 Penn Central timetable it still shows Greencastle opened as an interlocking and a train order office. The depot is still being used as an M&W facility. I guess I could be like MSNBC or CNN and just make it up but I have personal and professional tower ethics. Besides I don't want a Geoff Hubbs or a Shel Lustig or a Rob Mandeville sending me a blistering email correcting me !!!!!!!!! Greencatle was a New York Central (Big 4) tower and its call letters were "GD".
I have many photos of towers east of the Mississippi so photos of towers west of there are kind of rare. These seven shots are of a ATSF(Santa Fe) tower in Augusta Kansas. Photos 1,2,4,6 and 7 were taken by unknown and I "discovered" them in a folder I had not looked at for a long time. Photos 3 and 5 came via Geoff Hubbs but were photographed by Gary Morris.
Kansas..........................AG Augusta 1 2 3 4 5 6 7 ATSF
The Santa Fe Emporia Sub was crossed by the Frisco Wichita Sub....Geoff Hubbs
Timetable page showing Augusta.....sent via MR. Santa Fe himself....J J Johnston
Someone (I think it was Geoff Hubbs) made mention that he thought the New Haven seemed to have more towers per mile than any other railroad. I'm not certain whether that is true but they did have many. The following is a brief treatise on the subject written by Dale Martin, an ex New Haven operator. Now if Mr. Martin's photo submissions were as good as his writing....
Just Kidding Dale.
I can explain this fact easily. The NYNH&H had lots of "Lock and Block Stations, see SS 72 in Milford CT. for example.
When they decided to make the line from New Haven to New York 4 tracks and elevate the ROW and eliminate grade crossings, they kept the lock and block system. This was in the 1890's, and they did simplify some of the system and block stations, but the change to electric signals and wayside signals ended a lot of the block stations.
I was told by Tommy Donahue and some other old timers, that every wayside automatic signal represented a long gone lock and block station...Of course not everyone, but most of them..
For example, between Bridgeport and Devon, there were a bunch of block stations that were just signals, like Milford (SS 72), I could tell when I worked there where they had been, most were just shacks alongside the ROW, some were towers, (Like Milford) and some were interlockings and block stations.
All of this gave the NHRR the density of towers along the lines that is hard to find outside the NE Corridor.
zum beispiel: (e.g. in German!): All of the towers in Texas were were junctions between various RR's, there were none that were just on one RR with the sole function of switching trains on just one RR...Like so many of the NH towers, in fact, very few of the NH Towers were junctions with other RR Companies, J P Morgan bought them all, so the Two Towers in Botsford/Newtown CT were eliminated, for example.
Dale also has written about how the Lock and Block System worked on the NH along with eleven diagrams of said block stations. It is on my site under, surprisingly, "Lock & Block Towers"
Three towers, two of them new, all sent by Mr. Lock & Block himself, Dale Martin. I threw in Union Jct to satisfy Geoff Hubb's Pennsy desires.
Illinois..........*MI Brighton 1 2 CB&Q x GM&O GM&O ? Kentucky......*Winford Jct. 1 2 GM&O x IC GM&O ?
I would welcome any information about these towers.
Brighton, Ill. (not to be confused with Brighton Park) was the crossing of the GM&O mainline (Chicago to St. Louis) and the CB&Qís line from ST. Louis to Galesburg via Beardstown. GM&O still there; The Q is gone....Shel Lustig
Union Jct Baltimore, it controlled the west end of Union Tunnels, the east throat of Penn Station and a wye to the stub serving old Calvert Street Station........Geoff Hubbs
New information about Wann IL.....See August 14
Wisconsin.........................Broadway Green Bay 1 2 C&NW
The tower was on the north side of the city, at the south end of the C&NW yard. It was named for Broadway, the street crossing just north of the tower. Inside the tower, an angled staircase in the southwest corner led to the second floor. The operator at Broadway controlled some power switches at the south end of the yard at Green Bay, and also controlled the diamond crossing with the Green Bay and Western( GB&W) about a block east of the tower. A small CTC board sat in another corner of the tower for the GB&W crossing. Although it looked more like a crossing shanty, it was indeed a real tower....Steve Salamon
Illinois..............................16th ST. Chicago 1 2 3 RI
Three shots from Mike Brotzman; two of them showing very different but very interesting angles.
This tower controlled the access into LaSalle St. Station (NYC,NKP and RI) and they crossed the IC Iowa line immediately south of the tower. I believe that the other set of tracks south of the tower is the old St Charles Airline.
Miles D. Schroeder, DDS
WOW.........Even dentists are looking at and contributing to the site. He'd run the other way if he could look in my mouth where 40 years of nonexistent oral hygiene, an unhealthy diet, drugs and chewing tobacco and taken a frightful toll.
Geoff Hubbs provided a small blurb about Union Jct.-Aug 19.
Eight photos, three towers, two from Noah Caplin and one from Ross Jack. We are getting into Mandeville-Nadasky-Hubbs territory.
New Jersey.............................Hoboken Terminal 1 2 DL&W Kearny Junction tower was on the Erie Lackawanna Morris and Essex Line. The tower was made remote from the new Newark tower around 1954 and the abandoned building was demolished in 1984. That's the PRR high Line to Penn Station crossing overhead......Noah Caplin
Pennsylvania...........VO Butler 1 2 3 4 diagram diagram
I'm told VO was the telegraph call for Vogleyville very near Butler. VO was at the end of a branch built by the West Penn RR in Butler. There the two RR's that crossed there were the West Penn RR (PRR) and Pittsburgh & Western (B&O). Factor in BR&P trains that had trackage rights to Pittsburgh and New Castle over the P&W. In 1932 B&O absorbed P&W/BR&P. VO was on a branch that ran from the Conemaugh Line near Freeport (Kiski Jct) to Butler to connect with Bessemer & Lake Erie and the previous mentioned RR's. In 1956 a new leg connection was built over the B&O to a interchange with the Bessemer. This resulted in there being two diamond crossings of the B&O.. Its purpose was to bring raw iron ore trains from Philadelphia directly to the BLE who transported the ore to the USS Saxonburg Sintering Plant for processing. Around 1986 after some labor problems USS grudgingly pulled the plug on the Sintering Plant. This pretty much left the Butler Branch from Kiski without a purpose. Most of what little local business was gone By the early 90's the branch was removed. VO Closed July 18 1988 same day regional RR Buffalo & Pittsburgh took over operations of the old B&O from CSXT. VO was the last tower open on the Conemaugh Division. VO was an air plant and controlled signals and switches of the two crossings of the B&O. The branch, the tower and everything associated with VO are now gone........Ross Jack
That is operator Lee Meals in photo 4.
Doesn't look like it but VO was a Pennsy tower.
Leather and lace you know what I found .She's my, heavy metal love.
At some point they abandoned SS#3 (less than mile away) and remoted it to SS#4. The picture came via Dale Martin. He said he has worked this tower before. "It was definitely a 3 gun neighborhood", Dale reported.......Under DeBlasio things aren't much better; in fact they're worse.....MY words.
Oak was remoted to the Maybrook Dispatcher in New Haven, not to Market......The Maybrook Disp handled the Hell Gate until Amslam took over the Dispatching sometime later.
Seven towers, three diagrams ALL NEW HAVEN !!!! All via Geoff Hubbs.
Connecticut.................SS#44 Berk South Norwalk Massachusetts.............SS#165 Attelboro New York................... SS#8 West Farms 1 2 Rhode Island..............*SS#127 Shannock *SS L #323 Red Bridge Providence 1 2
The soft parade has now begun; listen to the engines hum.
Ten photos and one diagram of Cola. Mike Brotzman took the pics, Geoff Hubbs sent the diagram.
Cola was on the Atglen & Susquehanna Branch (often called the Columbia & Port Deposit) and the Columbia Branch from Lancaster joined here. This was all heavy-duty electrified freight territory. I believe at one time the branch to York also crossed the Susquehanna River from here....Geoff Hubbs
Cola was part of a massive PRR reconfiguration of facilities for their electrification and signal modernization project that was completed in 1938. The tower ultimately controlled portions of several branches along the Susquehanna River; the Columbia, Columbia & Port Deposit, Atglen & Susquehanna, and the junctions with the York Haven Line and the Reading's Reading & Columbia Branch. It lasted until March of 1987.
You walk in my room, you lie in my bed
You open your mouth, shoot someone dead
All of a sudden you're inside my head
Either light up or leave me alone