It would be difficult to tell the story of CP tower in Alliance Ohio without telling the story of Alliance block station too. SO..........
Here is a map for a point of reference.
The following two pictures were already on my site but Dave Oroszi sent higher resolution images to replace them.
CP was at MP 82.8 (from Pittsburgh) on PRR's Ft. Wayne Line. It controlled the junction of the Ft Wayne Line with the Cleveland and Pittsburgh (C&P) (PRR) main line between Alliance and Cleveland; the Detour Secondary Track between Alliance and Niles and the east lead into Alliance yard.
After a major derailment in 1980 at Alliance BS CP tower and Alliance BS were combined, the entire area fully interlocked and moved into the depot. They called the new combined interlocking "Alliance". As a side note the depot was built in 1952 replacing the old one.
Alliance was at MP 83.0 (two tenths of a mile from CP Tower) on PRR's Ft Wayne Line. It controlled the manual crossing of the Mahoning Secondary Track and the Ft Wayne Line. It was the only non-interlocked railroad crossing at grade between New York and Chicago on the PRR. In addition to its other "duties" it served as a block station for Cleveland bound trains only. Alliance also controlled three locations with hand operated non electric switches an one location with hand operated switches equipped with electric locks. To repeat part of the above; Alliance was combined with CP, made into a REAL interlocking and moved into the Alliance depot.
Alliance used a "tilt target" system to govern movements here. As per ETT special instructions; trains on the Ft Wayne line did not have to stop if target was in their favor. Considering how busy PRR's Pittsburgh to Chicago Line (Ft Wayne Line) was I'm in the dark as why they would have this type of arrangement. Wally Mattes and I have discussed this and for reasons that would take far to long to articulate the both of us half way understand Pennsy's reasoning.
There is more to it than this but in a nutshell due to single tracking, CTC and other factors, by 1996 all but one tower were closed on the Cleveland to Alliance Line. (DB in Cleveland was the last one) All the above info...Dave Oroszi/Dan Maners and
various PRR/PC ETT's
Personal jab....The railroad never misses an opportunity to combine IE, cut jobs. Who knows maybe if the money was coming out of my pocket I probably would feel the same way.
Alliance Jct(AJ) figures into the CP/Alliance deal. It was a few miles east of Alliance on PRR's Ft Wayne Line. The line went from Alliance Jct to Niles. The route was part of the Pittsburgh, Youngstown and Ashtabula(PY&A)(PRR) Here are two maps for clarification. My PRR ETT 1965 doesn't have a listing for AJ so it was gone by at least this point in time.
Regarding the picture of Alliance Jct., it was about 3 miles to the east where the Alliance Branch joined the main line. Reading the tea leaves, I'd say that tower went away and the branch got extended west to CP tower. Note the manual block signal on the north track (lever 30L) and the non-automatic distant signal 811.
"I'm pregnant Ted; but we'll cross that bridge when we come to it".....M J Kopechne
Illinois................................Jay Chicago Heights EJ&E x C&EI
Diagram was sent via Geoff Hubbs. I threw in an already existing on my site picture so you would know what was going on. Jay was a "J" tower.
Three singles from three different photographers, states and railroads.
Missouri...........................Sheffield Kansas City KCS ? Ohio.................................Ansonia NYC
UPDATE on an update(May 1....CP/Alliance update) More information and two maps have been added, courtesy of Rob Mandeville. It is the last two paragraphs. Scroll up and read.
No pictures today just two diagrams. This is a tale of 2 Vernons.
This diagram is of particular interest, at least to me, because it is a very obscure tower even though it was on NYC's hot Cleveland to Indianapolis Line. I have never seen a picture of Vernon tower and upon asking around neither had the guys I asked. According to Rob Mandeville it was a few miles out from Crestline on the NYC and 4.9 miles from Toledo Jct on the PRR
I'll let Bill Haines explain more :
Vernon is where the PRR Toledo line crossed the Big 4 Galion - Cleveland line. I think Vernon would have closed when the PRR was abandoned between Tiro and Toledo Jct which was before 1967. This would have resulted in the diamonds being removed. The PRR abandoned this segment to avoid Tiro Hill. The Toledo trains were rerouted via a connection at Bucyrus and operated over the main Toledo Jct to Bucyrus and Sandusky Branch Bucyrus to Carrothers.(refer to close up map) I used to know what year the abandonment took place, I think it was late 50s to early 60s.
Maps showing the general area and a close up. Find Toledo Jct and Vernon is the first place going North West. New Jersey............................Vernon PRR
It was also know as West Haddonfield and HI, its call letters.
Seven towers ,all new and all came by way of Geoff Hubbs. Any information about them would be greatly appreciated.
Florida................................*Tower C Jacksonville SCL Pennsylvania......................*Reading PRR
Just a few items :
The name Havre de Grace conjures up images of hot PRR passenger trains racing up and down the North East Corridor, But the B&O did have a presence there too. At this point the B&O went from double to single to cross the Susquehanna River.(Pennsy would have built a magnificent DOUBLE track span !!!)
North Berwick : Boston and Maine's Eastern Route and Western Route crossed here.
Roseville Ave : I had a diagram only, now thanks to Mr Hubbs I finally have a photo.
Tower C : This might not be the name of the tower but until I hear differently this will stand.
Three from ex EL/CR operator Phil Albano.
Bricker was located close to Frazeysburg at MP 142.8 (from Pittsburgh) on Pennsy's Pittsburgh to Columbus Line. I always wondered why Bricker was so big for no more than it controlled. PRR's plan was to have a large CTC panel installed in Bricker and thereby eliminating several towers in the surrounding area.
For one reason or another this never came to fruition.
Bricker was built in 1946 and he controlled a set of crossovers and both ends of two sidings, one on each side of the double track main. Black Run was the name of the remote interlocker that led in and out of the sidings furthest from the tower(MP 144.8) He also controlled a block station called Aro(MP 134.1) A hot box detector read out machine was installed at some point too. A Union Switch and Signal(USS) CTC panel was built to accommodate 50 or 60 levers but only 12 were used.
After through traffic was removed from Pittsburgh to Columbus the tower was closed (Dec 1981)......Dave Oroszi/Dan Maners
Morgan Run PRR
Morgan Run was on PRR's Pittsburgh to Columbus main located at MP 115.6. Wheeling and Lake Erie's(N&W) 75 mile Harmon to Zanesville Branch crossed here. Morgan Run controlled a universal set of crossovers, the PRR end of an interchange track and the west end of two long sidings running from Coshocton to Morgan Run. This location was known as "Wally" MP 121.8. Looking through my vague notes I believe this was once known as "WV" (Walhonding Valley) I could be wrong(I generally am.) The tower also controlled a block station called "Clow" MP 124.5. I'm assuming this name came from Clow Pipe,a one time huge customer for the PRR and PC.
It had a USS mechanical plant with an S-8 add on and was PRR owned and staffed....Dave Oroszi/Jerry Taylor/Dan Maners
Piqua was at MP 72.2(from Cols) on Pennsy's Columbus to Chicago via Bradford line. B&O's Cincinnati to Toledo Line crossed here. By B&O's reckoning it was at MP 87.5 (from Cincy ?) I believe the PRR line through here received an extensive rehab during the late days of PC or maybe early Conrail just to have them abandon it. Like we used to say on the railroad. "Be worried when the railroad fixes ANYTHING up; it will be abandoned shortly" Piqua's call letters were "NA"
I passed up a wonderful opportunity for one of my infamous exposes. Erie's line from Marion Ohio to Dayton although only slightly over 83 miles long was very "tower and block station rich". (see ETT 2) Since I recently did Tates Point and Maitland I did not want to be redundant so you'll just have to be satisfied with these two shots of Glen Echo.
The following explains a bit about Erie's getting into Cincinnati. ETT1 shows about the joint track and ETT2 shows Erie's Dayton Branch.
The Erie had rights over the B&O to Cincy but didn't exercise these rights. Instead, they turned the train (Dayton 97) over to the B&O at Dayton. The B&O switched out the train for the Erie. The trip to the B&O was made by pulling on to Dayton Union Station trackage to clear Second St Jct were the B&O diverged. Then the train would back to Needmore Yard. The opposite move was made by Dayton 98. Never could figure out why the Erie didn't just run to Cincy and deliver to the B&O. Seems like that would have made more sense than the back up moves. By the way, the EL cabooses assigned to the Dayton trains sported a headlight and horn for the backup moves!........Bill Haines ex EL operator
Adding to what Bill said.....In addition to all that baloney the Erie went though at Dayton; I'm guessing charges for the B&O to switch out the Erie train would have been quite high.........DM
Ohio..................................Glen Echo 1 2 ETT1 ETT2
Glen Echo was the north end of the joint trackage of the Erie Dayton branch (Marion - Dayton) and the NYC (Big 4). Big 4 line went north to Bellefontaine and at one time continued north to Kenton - Toledo or Sandusky. This part of the Big 4 main was downgraded when the track was abandoned between Kenton and Belle Center (north of Bellefontaine) around 1962-63. South of Bellefontaine the line remained in service into Conrail days and trains could go to Dayton, Cincinnati, or Columbus. Glen Echo was staffed by the NYC and its call letters were "HO"
Phil Albano......ex EL operator
Ohio..............................Port Clinton 1 2 3 NYC
Port Clinton was at MP 255.9 (from Buffalo) on NYC's hot Buffalo to Chicago Main. For a point of reference Sandusky was to the east at MP 241.6 and Toledo was to the west was at MP 288.3 My PC ETT dated 1972 shows it still an interlocking and a movable bridge but now under dispatcher control but with a new name "CP 256". The river in the picture is the Portage River. Port Clinton's call sign was "CO".
In fact I had it listed as "CO" under the Ohio column but I took it down and posted these three new shots along with the three existing photos under a new listing......Port Clinton.
West Virginia............................CA Terra Alta 1 2 B&O
Attached are two pictures of B&O’s CA Tower at Terra Alta, WV taken in September 1978. It is located at the summit of Cranberry Grade on the former B&O’s West End Sub-Division. The interlocking machine utilized pistol grips to operate the signals and switches........Fran Giacoma
Ex Milw/BN operator Robert Anderson sent me these two track manipulation charts from St. Croix in Minnesota. In addition to the charts I've posted the chart I received from Carl Wallenmeyer and a picture of both the tower and the annunciators. St. Croix was another example of a place that did not have a "model board"; just a panel of annunciators. As discussed before Hamler(B&O) and HN (Sands)(Erie) in Ohio had the same type of arrangement. The Milwaukee and the CB&Q junctioned here. Yeah; I know that really isn't a word. It was Milwaukee owned and staffed and its call letters were "QM"...Robert Anderson/DM
Minnesota...............................St. Croix Hastings MILW
The smaller one is before 1965 flood eliminated the CB&Q center siding. Keeping in mind the Q portion depicted in Carl's board shot above the clock, with the date July 29,1927. I believe makes it the No.2 CTC mainline installation in the U.S. behind the NYC installation in Ohio around Fostoria by a couple weeks.
The larger one I think may be the original 1904 arrangement. Note the positions of the CB&Q Hastings depot and set out track. Very short near the tower. The later positions moved East and opposite side of the mains. This held 10 cars. The center siding was 109 cars.........Robert Anderson
Here is my May allotment of Wilhelm photos....All new and two of them New Haven towers !!!!!!
That is PRR on the right; RDG on the left.
New Jersey.............................*Leeds Atlantic City PRR Massachusetts..........................*SS # 171 Sharon Heights NH
For reasons that only hydrocodone can explain MA and PA are alphabetically (Thank God for spell check) out of order.
Two towers, one of them new.
Illinois...................................*Mason City IC x C&A IC
Why there is an big "X" on the tower is anyone's guess.
IC's Clinton to Havana (not Cuba !) line crossed Chicago and Alton's (C&A)(GM&O) Bloomington to Roodhouse Line. Neither line was hot main line material and the IC was gone by the mid 1970's and GM&O's line was history by the early 80's. GM&O ran a one car doodlebug on this line till Apr 14 1960.*
The picture is looking east on the IC toward Clinton. The elevator is still there.......Barry Lennon
*Date supplied by Trey Kunz.....ex Springfield resident.
Tower on right is SS M 334 NH, left is SS#28 B&A
Illinois................................Alhambra 1 2 3 4 NKP
Four nice color shots from Wally Mattes. IC's St Louis Line crossed NKP's "Clover Leaf"
Two more Wally pics.
Illinois.....................................Humrick MILW x NKP MILW
This is another example Milwaukee replacing a two story brick and wood tower to erect one of this one story cabins. Nickel Plate's Clover Leaf Line crossed here.
Chicago and Illinois Midland(C&IM) crossed Wabash's Detroit to Kansas City Line. It also led in an out of the north end of C&IM's yard. The GM&O had trackage rights from Avenue tower(passing by Shops) to Ridgely. It was an electric plant and was C&IM owned and staffed........Trey Kunz
For reasons I don't want to into I took WS tower down from May 14. Armed with the proper information here it is again. Rob Mandeville to the rescue. Again one of you guys pulled my sizable a** out of the fire.
Pennsylvania..................WS Wayne Jct. Philadelphia RDG
I found the following very interesting and fascinating. Of course I find an answering machine fascinating too being the Luddite that I am.
The picture of the old WS was once a common site on the Reading; the large vanes atop the towers were used to block trains before track circuits and automatic signals were invented. In 1911, a 96-lever Federal electric interlocking machine was installed in a new Wayne Jct. tower. In 1929 that machine was replaced by a 52-lever US&S electric machine which might have grown to 67 levers later in life; can't figure that one out but it lasted until 1966. A more concise 1945 diagram was drawn by a guy named Byler who sold little booklets of all the towers. The more modern diagram you have contains notes about the Wind and Wayne control machines installed in the north end of the tower. Those panels replaced 4 towers each.
Once just a way station on the rail line to Germantown, by the early 20th Century, Wayne Jct. had become a major passenger stop for both RDG and B&O trains. A connecting branch had been built to this place bringing in the routes of acquired lines to access the Reading Terminal in Philadelphia some 5 miles away. The B&O's trains from New York came to Wayne Jct. this way but departed on another connecting branch to access the RDG's Main Line and wend their way to their own station in the city.
I'm too worn out to give an in-depth comment but I removed "R" as a separate listing under Illinois and combined it with 22nd St.
Illinois............................................22nd St./AJ Chicago
Here is a follow up to my write up back in February referencing South Branch Bridge, an interlocking that controlled the bridge over the south branch of the Chicago River and originally the first interlocking from the east into Chicago Union Station (CUS) trackage. It was adjacent to the C&WI 21st St Tower (aka Alton Jct). 21st Street was where the GM&O diverted south and the PRR was crossed by the C&WI, ATSF and IC railroads. If you look at the photo on your site that you describe as R Chicago, you will see the westbound home signal for 21st Street. You'll also see on the lower right side a sliver of 22nd Street Block Station, aka AJ. AJ was a block station, train order office that also handled hand throw switches. On the right-hand side is the Santa Fe passenger yard called Grove Street Coach Yard that worked their passenger trains for Chicago Union Station.
If you look at the additional photo I have provided you can see a clearer lay out for 22nd Street, with a cross-over between the two PRR mains and a hand throw to 4 main. The W sign hanging at AJ is also evident, which later would hang at South Branch Bridge after AJ was closed and those hand throw switches were converted to power and added to 21st Street. Hope that clarifies AJ. Also, if you look at the interlocking diagram for 21st Street dated 1-1-1966, AJ is not indicated while those previously hand operated switches show as part of the interlocking........George Marx
Ohio...................................Linndale 1 2 Cleveland NYC
Linndale replaced Walworth Run as the main Big Four yard and engine terminal in Cleveland, and the interlocking tower call sign “CF” stood for “Cleveland Freight”.
With the Cleveland Union Terminal project c. 1928-1930, Linndale became the west end of the CUT electrification which extended from Collinwood. In addition to a new interlocking tower to handle the added trackage, a second roundhouse was constructed as Toledo Division passenger trains changed power there.
Since maintenance of the electric engines was based at Collinwood, there was only a 1-track running repair facility at Linndale.....Shel Lustig NYCHS
If you go looking for Linndale in the main body of the site I have it listing under "CF"; its call letters.......Dan Maners
This should have been added to the April 5th Hagenbaugh update.....but it wasn't. Here is its final incarnation, as a trailer. Thats Pete White giving the roll by.
These should have been with my April 19th update but they only recently came my way.
Two more color gems from Wally Mattes.
Ohio.....................................Bradford 1 2 PRR
I'm having computer/hosting network problems. This in addition to the "other problem" that I have. PLEASE TO EVERYONE do not send anymore pictures till I can clear this up. I'm on borrowed lap top now but this is intolerable.
Hope to be back in operation soon.........Dan Maners