Photographs & History

Photographs and History

Summer News and Events

Greetings! I hope everyone is having a great summer and taking some much deserved time off to enjoy the season with family and friends. Here is a quick list of some upcoming and ongoing events pertaining to the Main Line Project! 

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   Semi-automatic signals beckon outside the window of the station waiting room in Chester, Pennsylvania on the former Chesapeake Division   mainline   to Washington D.C., 2016.

Semi-automatic signals beckon outside the window of the station waiting room in Chester, Pennsylvania on the former Chesapeake Division mainline to Washington D.C., 2016.

They All Fall Down | Lamenting the loss of a classic PRR Signal - The Position Light
I am very excited to have a new article featured on the blog, The Trackside Photographer this week. The piece focuses on the Pennsylvania Railroad's classic Position Light signals, many of which face an uncertain future as railroads push to implement Positive Train Control. It's a sizable article featuring a lot of imagery, several which have never been published. Please pay the Trackside Photographer a visit if you haven't already, they are doing a fantastic job featuring a diverse range of photographers and writers whose work focuses on the railroad landscape, it's an honor to have work published there! 

Plate 36. B.Q. Tower and Signals - Bellewood, Pennsylvania, Middle Division (III-895), William H Rau, Altoona Public Library Collection. One of 27 images currently on display in the exhibition William H. Rau: Urban, Rural, Rail at the Southern Alleghenies Museum of Art - Altoona.  

Plate 36. B.Q. Tower and Signals - Bellewood, Pennsylvania, Middle Division (III-895), William H Rau, Altoona Public Library Collection. One of 27 images currently on display in the exhibition William H. Rau: Urban, Rural, Rail at the Southern Alleghenies Museum of Art - Altoona.  

Ongoing Exhibition: William H Rau: Urban, Rural, Rail

On view through September 9th, 2017. Southern Alleghenies Museum of Art - Altoona

The current exhibition on display at the Southern Alleghenies Museum of Art, Altoona has more than a month remaining and is generating a lot of great feedback so far. The exhibition features a selection of Rau's Pennsylvania Railroad images from the Altoona Public Library collection, along with several images from the Main Line Project. If you are in the area, the exhibition at SAMA - Altoona is a must see! 

Rau Symposium - SAMA - Altoona: August 16

In conjunction with the ongoing exhibition, I will be speaking at a symposium along with Penn State - Altoona history lecturer Julie Fether who curated the show. My talk will focus on Rau's imagery and how it continues to inspire my project, while Julie will discuss how the show evolved, tying in influences from Harvard Landscape Studies Professor, John Stilgoe's writings and ideas on the "art and practice of 'seeing' landscape." 

The event is at the SAMA - Altoona location on Wednesday, August 16th from 11AM-1PM, lunch provided, and costs $15 ($14 for SAMA members). Reservations are required by calling the museum at (814) 946-4464 or emailing altoona@sama-art.org. 

Pop- Up Exhibition: The Study at University City - Philadelphia
On display through September 30th. 

An excellent opportunity came up recently to showcase some work from the Main Line Project, at the Study, a beautiful new Hotel in University City, central to Drexel University's campus at 33rd and Chestnut Streets, in Philadelphia. The small show includes ten pieces from the project and is free and open to the public. If you're in the area, please stop in and have a look! 

The Study at University City, 20 S 33rd St, Philadelphia, PA

40 Years | A Brief History of Conrail

Two Conrail trains part ways at iconic Horseshoe Curve west of Altoona, Pennsylvania on the former Pennsylvania Railroad main line over the Alleghenies, October 21, 1988. Image courtesy of  Mike Danneman

Two Conrail trains part ways at iconic Horseshoe Curve west of Altoona, Pennsylvania on the former Pennsylvania Railroad main line over the Alleghenies, October 21, 1988. Image courtesy of Mike Danneman

At the close of the 1960’s railroads of the Northeast struggled with mounting debts, declining traffic and deferred maintenance. Coal, once the railroads mainstay traffic source, took a nosedive as the nation’s appetite for oil increased, triggering financial panic among many rail carriers in the Mid-Atlantic. The Pennsylvania Railroad and New York Central, once bitter rivals, merged into the Penn Central creating perhaps the most infamous face for the ensuing financial disaster seven major carriers faced in the early 1970’s. In order to avoid the complete collapse of railroading in the east, congress enacted the Regional Rail Reorganization Act of 1974 (commonly referred to the 3R Act). The Act provided interim funding for the struggling carriers while creating Consolidated Rail Corporation, a government funded private company. Under the Act the United States Railway Association prepared a plan to determine what lines of the seven carriers would be incorporated in the final system plan to be transferred to Conrail. This plan would be approved by congress under the subsequent Railroad Revitalization and Regulatory Reform Act of 1976 (4R Act) which was signed into law in February of 1976.

The original Conrail system map circa April 1st, 1976. Note the absence of the iconic Conrail logo. Collection of the Multimodalways Project

The original Conrail system map circa April 1st, 1976. Note the absence of the iconic Conrail logo. Collection of the Multimodalways Project

Conrail was incorporated in Pennsylvania the same month and began operations April 1st 1976. The company’s function was to revitalize freight service between the Northeast and Midwest, operating as a for-profit operation. In 1981 Conrail’s economic standings began to turn around showing its first profit since incorporation. Under the leadership of L. Stanley Crane, a former Southern Railway CEO, the railroad flourished, shedding an additional 4100 unprofitable and redundant miles from the system between 1981 and 1983. The Staggers Rail Act of 1981 also provided much needed deregulation of railroad rates and tariffs allowing for changes in rate structuring that dated back to the turn of the century, giving railroads the ability to better compete with trucking companies. By the time Conrail approached its 10th birthday the railroad was ready to return back to the private sector. In the fall of 1986 congress signed in the Conrail Privatization Act authorizing a public stock offering that resulted in one of the largest IPOs in US history raising $1.9 billion in 1987.

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   Tony Palladino worked for design firm Siegel & Gale when he developed the iconic Conrail logo and identity, shown here in a lettering diagram. Collection of the Milton Glaser Design Study Center and Archives. 

Tony Palladino worked for design firm Siegel & Gale when he developed the iconic Conrail logo and identity, shown here in a lettering diagram. Collection of the Milton Glaser Design Study Center and Archives. 

Conrail’s ubiquitous blue locomotives and “can opener" logo developed by designer Tony Palladino became the symbol of a profitable network, a success story for a new era of railroading which also saw the creation of Norfolk Southern and CSX Transportation. Ironically in the 1990’s NS and CSX engaged in a takeover battle that would have created an unhealthy imbalance in northeastern rail service, the compromise was instead a split of the Conrail system. CSX would take 42% of Conrail’s assets and the former NYC properties with NS assuming the 58% balance and much of the PRR network. Interestingly enough, the final split of Conrail is similar to a merger proposal from the 1950’s in response to the proposed marriage of the New York Central and Chesapeake & Ohio. The PRR had looked to join forces with the N&W and Wabash, both of which it already had a controlling interest in. Regardless, the ICC rejected both mergers but the net result some fifty years later is the same. Outside of the major split of Conrail assets three terminals where competition was in jeopardy continues to be serviced by the jointly owned Conrail Shared Assets Operation, providing equal access for both railroads in Detroit, Northern and Southern New Jersey/ Philadelphia continuing the Conrail name that began operations 40 years ago today. 

 

In Memoriam

Donald T. Rittler: 1919 - 2016

It is with a heavy heart that I share the news of the passing of Donald T. Rittler, a former Pennsylvania Railroad train director who lived and worked in the Harrisburg area for most of his life.  In 2012 I had the privilege to meet Mr. Rittler during a private tour of the Harris tower museum, arranged by NRHS Harrisburg Chapter members. When Don arrived he brought this already fantastic interactive site alive with first hand experiences of running one of the most important interlocking towers on the PRR Philadelphia Division. Since to that meeting I had several opportunities to talk with Don about his experiences on the railroad including a very special return visit to Harris that I was so lucky to share with my father and son.

During my visit to Harris in 2012 I had some time to chat with Don while photographing him with the 4x5 view camera. I am lucky to have this image of Don at the train director's desk, a familiar place throughout his 42 years of working in interlocking towers for the Pennsylvania Railroad, Penn Central and Conrail.

During my visit to Harris in 2012 I had some time to chat with Don while photographing him with the 4x5 view camera. I am lucky to have this image of Don at the train director's desk, a familiar place throughout his 42 years of working in interlocking towers for the Pennsylvania Railroad, Penn Central and Conrail.

Don Rittler started his career with the Pennsylvania Railroad on October 11th, 1937 as a messenger for the interlocking towers on the PRR Philadelphia Division. The first person to be hired since the 1927 furlough of employees as a result of the Great Depression, Don worked the introductory job spending his days relaying messages and paperwork from tower to tower as needed, gaining a familiarity to the basic operations and chain of command among the many towers on the system.  On December 1st, 1940 Don posted his first position as a block operator and leverman, working the Philadelphia Division extra list, filling in at different towers over the years.

Detail of Don's home away from home, Harris Tower's interlocking machine and train director's desk, a post Don worked for many of his years during his tenure with the PRR which began in 1937.

Detail of Don's home away from home, Harris Tower's interlocking machine and train director's desk, a post Don worked for many of his years during his tenure with the PRR which began in 1937.

In 1944, like many other PRR employees Rittler was summoned to serve his country in World War II. Holding the title of Master Sergeant in the Army’s 775th Railway Grand Division and the 3rd Military Regiment, Don’s deployment centered in the Pacific Theater during the height of the war. Initially working in the Philippines operating the Manila Railway Don’s unit moved to Japan to secure a railhead for military transport inland in the event of land attacks. As a result of the infamous atomic bombs, their services were not needed for this purpose but they did continue to work keeping the Japanese rail systems functional. Returning to the US a short two years later almost exactly to the day, Rittler resumed his tenure with the PRR, holding tower positions as both leverman and eventually train director for State and Harris towers near the Harrisburg passenger station.  Rittler, who’s father was a master machinist for the Pennsy in Enola was always fascinated with the railroad, as it was always apart of his life, with many friends, neighbors and family also employed by the PRR.

Don and his wife Mary built a house in New Cumberland near Lemoyne and lived a wonderful life with their daughter Donna, sharing the family like atmosphere and camaraderie of the many railroaders Don worked with on a daily basis. He continued to work in the Harrisburg area well into the Penn Central era eventually moving to Conrail after the 1976 consolidation. Amtrak was slowly taking over operations on the Keystone Corridor in the mid 1970’s and Don’s choices of where to work were becoming increasingly limited. Don ultimately worked first shift at Lemo tower in Lemoyne, which he described as a welcome break from the busy towers he was accustomed to like Harris, finishing out a spotless 42 year career in railroading in 1979. After retirement, Don was very gracious with his time and experience in the towers, helping the NRHS Harrisburg Chapter develop the interpretive exhibit for the Harris tower project. He would also on occasion visit with small groups at the museum to provide first hand working knowledge of his craft like I was so fortunate to experience. Don’s presence at Harris will be greatly missed but thanks to his generosity, his legacy and knowledge will live on with the Harrisburg Chapter and the Harris tower museum.


May your presence always be felt at Harris tower, rest in peace Don.


For more information about memorial services for Mr. Rittler, please click here

 

Interview | From America with Love

As mentioned last week, here is the interview I did with photojournalist and educator Niko J Kalliantiotis for the project From America with Love a curated platform hosted by the organization Orama Photos, Greece. The interview discusses the Main Line Project as well as my overall approach to photography and will be part of a larger survey showcasing the current state of contemporary American photography. Enjoy! 

From the Main Line is a project that draws on many personal interests and is intended to be a long term investment creatively. Franklin Boro and Main Line, View from East Conemaugh, Pennsylvania.

From the Main Line is a project that draws on many personal interests and is intended to be a long term investment creatively. Franklin Boro and Main Line, View from East Conemaugh, Pennsylvania.

NJK: You have been working on the Railroad project for approximately ten years. Can you please discuss the nature of the project from its inception to its current state

MFP: When I started the project From the Main Line, I was looking for something that connected a number of different personal interests, something big that I could dive into in phases and that would provide a sort of long-term return creatively. The railroad is what initially led me to pick up a camera, I wanted to get back to the subject but not in the sense of the trains themselves, I instead wanted to focus on the surviving infrastructure and landscape. I chose the Pennsylvania Railroad (PRR) because of its historical significance and the amount of surviving elements that would provide visual clues to juxtapose its past and current importance.  My initial approach was pretty simple, go out and follow the railroad between Harrisburg and Pittsburgh exploring the railroad right of way and the places the railroad served. 

Between trips I took a lot of time to look at the work and figure out what was missing, what the project needed to convey the scale and significance of the PRR. I turned to the historical work of William H. Rau, a commercial photographer who was commissioned in the 1890s by the PRR to illustrate the railroad for marketing purposes. The work really struck me on both a technical and conceptual level. Here you had a photographer who was looking at the pinnacle of transportation and engineering utilizing a medium that was also coming into its own. Photographing a railroad that spanned the wilds of western PA, a corridor of modernity that was the lifeline for industry and people alike, an engineered landscape very different from its surroundings. It was Rau’s work and others like him that enlightened me to just how significant the railroad was, not just in the sense of the their engineering accomplishments but also how towns and industry flourished because of the railroad’s presence. In addition to Rau the writing of Harvard Landscape Studies professor John Stilgoe helped to better understand the physical, cultural and social impact the railroads had, and how to sort of recognize these attributes in my own work. From this research my approach became more informed, thus did the work. I was beginning to realize my photographs along with writing and historical resources could do a more effective job in telling the story of the railroad and the towns it served. It was the story of America’s rise in the industrial revolution, developing the east and concurring the west. My role is to illustrate and disseminate the layers of history along this engineered landscape. Utilizing both the exhibition format and a more in depth blog format allows the work to be both creative and historically informative, something that really appeals to my creative approach. Like the photographers before me who were hired to document the American scene, I continue a tradition in celebrating one of the most important transportation networks in the United States and how it remains a different but vital part of the American landscape. 

NJK: There is a consistency in the aesthetic decisions and a timeless quality in the work. Can you talk briefly about your concept behind those aesthetic decisions?

MFP: Photography is great medium in that for me it is still part science, part creativity and make no mistake about it, the two are closely related. I typically work with a view camera, which lends itself to a slow methodical way of making pictures. The process, from lens selection, composition, exposure, development, scans and print is all very intuitive, very intentional. Recently I have introduced digital capture into the mix and even that is treated the same way. I have preferences in what light I like to work in, though sometimes beggars can’t be choosers, when you are 100 miles from home and railroad officials have committed to you for the day you have to make due with what you’re given. Being a good photographer means knowing the limits of your materials and how to manipulate what you have to get it to fit your visual aesthetic. I prefer black and white, I tend to print a little dark and a little flat, I like my work to be void of people, not because I don’t like them, but really because its about the timeless quality of these landscapes. The hand of industry and the railroads is implied, it doesn’t always need to be seen. 

NJK: I find in the mood and testimony of the photographs a link to the current industrial situation in small town America. Is there a connection towards that territory or is the project strictly based on the documentation of the PRR?
 

MFP: Like many other photographers in this genre I am not trying to make a political statement I am simply conveying the information to the viewer (though that sounds a bit oversimplified). Yes the work is about the railroad, but if you don’t connect it to the landscape it travels and the industry it serves or once served you are missing the point. The landscape and the railroad developed for two reasons, need and opportunity, there is a very important relationship between the two, and when industry or the railroad left small towns, it brought despair, hardship and wave of social and economical issues. 

I was in Mingo Junction, Ohio on a trip once, home to a massive Wheeling-Pitt steel plant and part of the PRR main line to St Louis. I stopped to ask a gas station attendant if I could use the property to make a photograph of the mill, his reply was, “take all the pictures you want, the mill just closed yesterday, over 500 people are without jobs now”. I haven’t been back since, but I bet its different, I bet its pretty sad, but you know what, I’ve been to the towns where the mill still works, its not much different these days, the culture has changed. The owners of these mills are often international corporations, they aren’t building communities to attract employees anymore, and they are barely treading water to stay alive in cutthroat markets. In the ten years I have been doing this I have seen whole neighborhoods disappear, mills close, even rail lines abandoned, its part of the life cycle and unfortunately some parts of the country suffer from it more while others are insulated from just how bad it gets when the jobs leave town. The railroad is literally the string that threads together modern economies and those of the past, its an essential part to understanding the importance and heritage of these places and one of biggest reasons I embarked on this project. 

While From the Main Line is about the railroad I also take great care to consider the neighboring economies past and present to understand the larger life cycles of the surrounding landscape. View from West Singer Street, Johnstown, Pennsylvania.

While From the Main Line is about the railroad I also take great care to consider the neighboring economies past and present to understand the larger life cycles of the surrounding landscape. View from West Singer Street, Johnstown, Pennsylvania.

NKJ: From where do you derive inspiration for your work and what are some of the difficulties working on a project of such a large scale?

MFP: My inspiration comes from a number of sources. Photographically I can ramble off a dozen or more photographers: Walker Evans, Frank Gohlke, David Plowden, William Clift, William Rau, Carleton Watkins… the list goes on. But I also draw inspiration from the virtually nameless photographers, illustrators and graphic artists who worked for the railroads at various capacities. Graphic artists that captivated the fascination of potential travelers in brilliant full color adds, illustrators that sold albums of lithographs highlighting scenic vistas along the main line. Company photographers who were the day-to-day people chronicling the less than glamorous life of small towns and railroad construction and maintenance, anonymous photos of natural disasters and even the occasional train wreck. They captured the energy, excitement and details of life along the line; for this project it is often the historical imagery that feeds the creative imagination.

As far as working on a large-scale project, I don’t see any issues to it; it’s like a long-term investment. In this day and age people have such a short attention span I often wonder if I am shooting myself in the foot, but our quest in life is to do something you enjoy and be excited about right? Well, guess what… I still am after 10 years. When I am not excited anymore, I’ll stop and move on, but honestly with the depth of history of the PRR and the landscape it travels I don’t see myself loosing interest anytime soon. For me its not just about making art, it’s about preservation and that is not always something that happens overnight. 

NJK: What are your intentions in communicating the work with the public and how do you promote and distinguish your work among a dense photographic community?

MFP: While I target the photographic community, most of my aim is toward a larger audience. I accomplish this through the usual mix of social media, email campaigns, and networking. Last year I had the opportunity to put together an exhibition for the Monmouth Museum in Lincroft, NJ, a sort of a visual history of the last 100 years of railroading. It was great to put my work in the context of some the photographers in my top ten list of all time favorites, it was also fun to put together a show that had a level of visual sophistication that transcended a show of just a bunch of “train pictures” as some people would dismiss it as. 

I try to distinguish my work as being creative but also historically minded. I haven’t seen too many people with the level of commitment to a subject like this who have the balance between a good photographic and historical aesthetic, but as you said this is very saturated market. I am certainly not the only one reinventing the wheel. 

NJK: How is the work received among the preservation community, considering the historical component?

MFP: In the historical field abroad the work has been received with open arms, and I am forever grateful for that. These are people that have worked so hard to preserve so many facets of the late Pennsylvania Railroad and many others, some even worked from the railroads at one point or another. I was born 8 years after the company’s demise; I am just going on imagination and my visual ability to present historical facts and images along side my own perception of the railroad. To me the recognition from the historical community is more important and far more gratifying than making it big in the art world, it’s a diverse group of people who never cease to amaze me with their generosity, intellect and conversation. 

NJK: What is your advice to students and emerging photographers?

MFP: Don’t let a rejection set you back, present yourself as a professional and work as such. Even if it’s an assignment that doesn’t peak your personal interest dive into it head on, you might learn something. If you want to work in the field or be successful stick to your passion and always look to different mediums to expand your outlook on a given subject.

NJK: What is your opinion on the current state of American Photography, and the work that is promoted by photography dedicated platforms and social media nowadays?

MFP: I think it’s the same as it was 100 years ago. There are a lot of talented photographers out there, some rise to the top, some stay in the middle and others go unknown. The difference today is technology has leveled the playing field to a certain degree, but in reality, if you want to be successful you need to be visually literate and able to convey an idea in your own creative and unique way. That goes for fine art or commercial work. Social media floods us with visual resources day in and day out, most of it is crap, a few get lucky, but you can always pick out the professionals in their imagery, composition and presentation.

Revisiting the Atglen & Susquehanna

The Bridge at Martic Forge

Returning to the Atglen & Susquehanna Branch, part of the PRR’s Low Grade freight network we pick up from Shenk’s Ferry where the line pulls away from the Susquehanna River to cross southern Lancaster County. From the high fill above the river the A&S makes a hard turn east to face the first formidable obstacle; crossing the switchback divide between Martic and Conestoga Townships in the deep Pequea Valley.

 

View looking south from the Martic Forge Trestle reveals the rugged terrain the PRR had to contend with when creating the Low Grade, cutting through hills and spanning valleys to maintain an acceptable ruling grade for moving high volumes of heavy freight. 

View looking south from the Martic Forge Trestle reveals the rugged terrain the PRR had to contend with when creating the Low Grade, cutting through hills and spanning valleys to maintain an acceptable ruling grade for moving high volumes of heavy freight. 

The Martic Forge trestle was situated between two deep cuts excavated through Prospect and Red Hill deriving its name from a neighboring charcoal iron furnace that was active during the Revolutionary War. Utilizing a similar approach to the Conestoga (Safe Harbor) and the Little Brandywine Creek crossing in Downingtown, the trestle is a combination of 10 plate steel deck girders on bents supported by masonry piers with an inverted deck truss for the expanded section over the creek itself. The bridge measured approximately 630’ long and soared 149 feet above the valley floor. The structure was originally constructed with an open timber deck, which was later closed and ballasted at an unknown date. In addition to spanning the creek, the Low Grade also crossed the Pequea Electric Railway, a trolley line that ran until 1930 between Lancaster and retreat camps near the village of Pequea where the creek empties out into the Susquehanna. Places like the Martic trestle illustrate the Low Grade’s intention to bridge the land rather than to foster growth in between, soaring over life in the valley, a theme common to this line across southern Lancaster County. 

Construction of the Martic Forge Bridge was completed in 1905. These remarkable photographs illustrate the challenge the PRR had constructing this bridge in the remote Pequea Valley. (L) Image collection of The Kline Collection, Railroad Museum of Pennsylvania, PHMC (R) Columbia Historic Preservation Society, Columbia, PA

Construction of the Martic Forge Bridge was completed in 1905. These remarkable photographs illustrate the challenge the PRR had constructing this bridge in the remote Pequea Valley. (L) Image collection of The Kline Collection, Railroad Museum of Pennsylvania, PHMC (R) Columbia Historic Preservation Society, Columbia, PA

Over the last few years Martic Township has restored the deck of the Martic Forge Bridge, providing the current eastern anchor point on the continually growing Low Grade trail. Visitors are treated to beautiful views of the Pequea Valley where countless freights once moved in an area that was largely inaccessible until the railroad’s abandonment. 

The Martic Forge Bridge is now a major highlight on the Martic Township section of the Enola Low Grade rail trail. Once the Conestoga bridge in Safe harbor is complete hikers and cyclists will be able to travel from Creswell to Martic on one continuous and very scenic section of the former PRR Low Grade. 

The Martic Forge Bridge is now a major highlight on the Martic Township section of the Enola Low Grade rail trail. Once the Conestoga bridge in Safe harbor is complete hikers and cyclists will be able to travel from Creswell to Martic on one continuous and very scenic section of the former PRR Low Grade. 

The Downingtown & Lancaster Branch

On Philadelphia Division, we take a diverging path from the Main Line and Low Grade as we leave the Lancaster area to explore the former Downingtown & Lancaster Railroad, an interesting branch line operation that may have been the result of early efforts to expand the PRR soon after its charter. 

The western end of the Downingtown & Lancaster Branch joined the PRR Main Line just east of the Conestoga River bridge. This undated view of ES tower with its classic wood frame structure looks east on the main line where it collapses from four to two tracks to cross the Conestoga. Left and behind the tower you can see the diverging route of the D&L. Image is from the collection of the  Lancaster History Archive

The western end of the Downingtown & Lancaster Branch joined the PRR Main Line just east of the Conestoga River bridge. This undated view of ES tower with its classic wood frame structure looks east on the main line where it collapses from four to two tracks to cross the Conestoga. Left and behind the tower you can see the diverging route of the D&L. Image is from the collection of the Lancaster History Archive

Early History: Surviving segment of Thomson’s Poker Game? No sooner than the completion of the Pennsylvania Railroad’s Main Line from Harrisburg to Pittsburgh the fledging carrier looked to expand its empire by purchasing rights, property and franchises to gain entry to new markets and expand upon their existing system. Largely driven by third president, J. Edgar Thomson, one of the largest single objectives was to gain direct access to Philadelphia. This would require control of the Philadelphia & Columbia Railroad, an 82-mile rail route that connected Philadelphia to the canal system at the P&C’s western terminus Columbia, all of which was part of the state-owned Main Line of Public Works. Though poorly engineered and in deplorable condition due to the mounting debt of the entire operation, the route had potential if the right funding could be secured and a staff of knowledgeable railroad men could be utilized to plan and execute improvements. This however would not be the problem for Thomson; it was more so the state who demanded a hefty sum for the Main Line of Public Works in its entirety with the clause that all parts of the system be improved and remain operational.  Thompson's response? Build another railroad and marginalize the state system.  Thus attention was focused on the recently incorporated Lancaster, Lebanon & Pine Grove Railroad, a start up enterprise looking to establish a connection between the Norristown Railroad and the Harrisburg, Portsmouth, Mount Joy & Lancaster Railroad which would essentially make the need for the P&C irrelevant. Founded in 1852, Christian Spangler a prominent Philadelphia businessman was named commissioner of the new line. Spangler, also a PRR board member would soon be named president of the railroad in 1853.  In the spring of the same year survey crews worked between Lebanon and Cornwall doing just enough work to look like the Lancaster & Pine Grove would come to fruition.

Detail of the 1855 map under Chief Engineer H. P Haupt shows the proposed Lebanon, Lancaster & Pine Grove Railroad (across the upper center area of the map) which would eliminate the need to purchase the State's failing Main Line of Public Works. Though the route was never built the similarities of the line with Downingtown & Lancaster branch makes one wonder if the property had once been considered to be part of the plan had the Commonwealth and the PRR never came to terms. Map collection of the Library of Congress

Detail of a 1911 PRR system map showing the New Holland Branch, symbolic of the corporate restructuring that rolled the D&L franchise into the PRR portfolio of lines and assets. Map Collection of the author

Detail of a 1911 PRR system map showing the New Holland Branch, symbolic of the corporate restructuring that rolled the D&L franchise into the PRR portfolio of lines and assets. Map Collection of the author

In 1854, facing the reality of an investment that now accounted for almost all of the Commonwealth’s debt, fear of financial ruin motivated the state legislature to pass an act to sell the Main Line of Public Works in its entirety for the highest bidder above 10 Million dollars. The PRR wouldn’t budge; Thomson continued his bluff letting contracts to begin minimal construction with no intention of building an actual railroad but rather to force the hand of canal commissioners to sell on the PRR’s terms and price point.  For the next three years Thomson continued to wage his bets, showing public support for the construction of the Lancaster & Pine Grove. In 1855 the state legislature authorized another sale complete with operational clauses for the State Works to be sold at a minimum bid of $7.5 million; still no takers. Finally in 1857 a third bill was authorized for sale at or above $7.5 million including all rolling stock and property.  With no other offers the PRR took control of the Main Line of Public Works in its entirety on August 1st, 1857.  Now that Thomson had the last piece of railroad to complete a wholly owned main line between Philadelphia and Pittsburgh the Lancaster & Pine Grove Railroad would be dropped.

 

While the bidding war for the PRR to assumed control of P&C raged on, the East Brandywine Railroad had chartered in 1854, building an 18 mile line between the main line at Downingtown and Waynesburg (later Honebrook), Pennsylvania. Commencing operations in 1860 and reorganizing as the East Brandywine & Waynesburg Railroad Company the railroad extended another ten miles west to New Holland by 1876 operating in rich agricultural country. The line was operated by the PRR under leases until June of 1888, when the property was sold under foreclosure and the company reorganized as the Downingtown & Lancaster Railroad Company.  The road would later be extended from New Holland to Conestoga Junction, a total of 9.8 miles, opening for traffic in September of 1890 with the PRR operating the entire line as agent. The Downingtown & Lancaster was never intended to operate as a primary route, with a ruling grade of 1.6% westward, but the rural line did service the agricultural region with connections to the main line at both ends. When comparing the proposed route of the Lancaster & Pine Grove on Herman Haupt’s 1855 map the uncanny similarity of the route with parts of the D&L makes one wonder if the alignment is surviving property that was pawn to Thompson’s high stakes poker game to gain control of the P&C. 

 

The eastern end of contemporary operations is centered around Musselman Lumber in New Holland proper. Trackage here used to feature a wye track for turning locomotives, a freight station (which is now occupied by a screen printing company) and several public delivery tracks. The branch continues to the far eastern end of town and terminates around New Holland Concrete but currently no customers are utilizing rail east of this area

The eastern end of contemporary operations is centered around Musselman Lumber in New Holland proper. Trackage here used to feature a wye track for turning locomotives, a freight station (which is now occupied by a screen printing company) and several public delivery tracks. The branch continues to the far eastern end of town and terminates around New Holland Concrete but currently no customers are utilizing rail east of this area

The Downingtown & Lancaster in the 20th Century: In 1903 the 37.5 mile line, property and franchises were officially purchased by the Pennsylvania Railroad and operation remained much the same as it had for some time. New Holland was one of the larger centers for traffic on the branch, originally home to New Holland Machine, Musselman Brother’s Feed and Lumber, EM Rutter & Co. among several others. One particular company stood out later becoming a major shipper on the branch; New Holland Machine. Founded in 1875 by Abraham Zimmerman a black smith and mechanical genius, Zimmerman began offering his services to area farmers in need of repair or fabrication of farming equipment. Zimmerman grew his business carefully watching the rising need for the internal combustion engines in the farming industry.  Despite imperfect designs Zimmerman saw potential in these machines and sought to improve them by developing a new freeze proof water-cooled engine.  By 1903 Zimmerman had incorporated the New Holland Machine Company hiring 40 employees to mass-produce the engines in a facility located on Franklin Street.  Other items in Zimmerman’s product line included feed grinders, rock crushers and wood saws. By 1911 the company had grown to 150 employees and in 1927 the company employed 225. In 1947 the Sperry Corporation purchased New Holland Machine becoming Sperry-New Holland. Since the acquisition the company has changed hands several times and is now a brand of CNH Global which is majority owned by Fiat International. The New Holland, PA location remains the North American headquarters and is one of the largest plants for manufacturing hay tools in the world.

The frame combination freight and passenger station at Leola provided very modest accommodations for passengers up until 1930 when service was discontinued. 

The frame combination freight and passenger station at Leola provided very modest accommodations for passengers up until 1930 when service was discontinued. 

William L. Seigford hired with the PRR in December of 1959 and was later promoted and transferred from the West Coast territory of the PRR to the Harrisburg Division where he was assigned to the Lancaster Territory. Locally based in the Lancaster area, part of his territory included the New Holland Branch. Among other major shippers, Bill worked closely with Sperry – New Holland, who received both inbound steel from various mills and shipped finished product. At one particular time during the final years of the Penn Central era Sperry was experiencing a surge in production and the railroad had difficulty providing the necessary flat cars on a daily basis to move the finished product. Bill recalls, “Sperry’s traffic manager came up with the idea to charter a small plane to fly over the railroad in order to scout empty flat cars sitting in yards or sidings and insisted I go with them. We flew over Enola then on up the Middle Division to Lewistown where they (Sperry) loaded flatcars at the public delivery tracks with product from their Belleville Plant.” Through a stop off arrangement written in the PRR tariffs, these flat cars would be partially loaded in New Holland then shipped to either the Mountville plant or Lewistown to be completed depending on what dealers out west needed in their shipment. During the early Conrail era, Philadelphia’s marketing offices quickly realized they were loosing money on the additional stop off and sought to put an end to the unprofitable arrangement. Shipment of outbound loads tapered off ending in the early 1980's but the plant continued to received inbound steel for a few more years until Sperry had the necessary trucking companies to haul both. 

The D&L faced several abandonments with the first major change in the 1950’s when 8 miles were abandoned severing the line’s end points. By the 1960’s the entire east end from Downingtown was gone and Honeybrook (formerly Waynesburg) was the far end of the branch from Lancaster. Conrail continued to cut the line back eventually making East Earl the end of the line. Today trackage ends on the far-east end of New Holland near New Holland Cement. The remainder of the extant line in service connects with the former PRR Main Line in Lancaster at Conestoga interlocking continuing 12.8 miles to the end of track. Though Sperry-New Holland doesn’t ship by rail the branch remains very profitable, being served today Monday through Friday by Norfolk Southern's locals H28 and H29 (afternoon relief crew) and is home to major shippers like Dart Container, L&S Sweeteners, RR Donnelley Printing and several others.  

I would like to acknowledge both William L. Seigford and Mark Hoffman for taking the time to show me around the branch and share a wealth of information on the operations and local history of the New Holland branch through its later PRR, PC and Conrail operations.

Lecture Next Week | Harrisburg Chapter NRHS

NRHS_HBG_GRID_Crop

I am happy to announce that I’ll be presenting  a slide show and discussion on my ongoing photographic project, From the Main Line: A Contemporary Survey of the Pennsylvania Railroad for the Harrisburg Chapter of the National Railway Historical Society. Inspired by the work of photographer William H. Rau, who was commissioned in the 1890’s to document the PRR and its destinations, the project explores the transitioning landscape along the former PRR Main Line from New York to Pittsburgh, highlighting the unique vernacular of facilities and infrastructure built by the PRR. Using large format film based images this project combines historical research and imagery to present a creative documentation of one of the most celebrated railroads in American history for both exhibition and web format. Attendees will also be treated to some of the recent commission work I have been doing for Conrail Shared Assets and some behind the scenes insight on the production of a long term video and time lapse documentation project.

The NRHS was founded in 1935 by a group of rail historians. It has since grown from 40 founding members to include over 13,000 men and women of all ages and professions in every state and many foreign countries, making it the nation's largest rail preservation and historical society. The Harrisburg Chapter is one of roughly 160 around the country, and widely recognized for its remarkable and innovative preservation efforts including the restoration of Harris Tower and the creation of a interactive installation combining the old interlocking machine with 21st Century technology to recreate the working environment of one of the PRR's busiest towers. For more information about the Harrisburg Chapter of the NRHS, their activities or to plan a trip to the Harris Tower museum visit their website.

The lecture, on March 10th, 2015, is part of the Harrisburg Chapter’s meeting is free and open to the public and will begin at 7PM at the Hoss’s Steak and Seahouse, 743 Wertzville Road, Enola, Pennsylvania

For more information please contact me directly at michael@michaelfroio.com

Delair Project: Highlight Video Is Live!

The Delair project highlights are live! This documentation included fourteen months of work, at times utilizing up to three photographers, working a total of over 800 man-hours to capture 10 terabytes of imagery through bitter cold, snow, rain and miserable heat, day and night. I would like to thank the people at Conrail and all the contractors and consultants for their assistance and patience, without them this project would not have been possible. I would also like to acknowledge the assistance of Samuel Markey who was an integral part of the entire production and Michael Legrand who’s aerial footage added another dynamic to this already massive undertaking. Please click the image above to check out the highlights of the Delair Improvements Project and as always feedback is much appreciated!

Thank you for your time and support!

Michael Froio

Michael Froio Photography, LLC

Delair Bridge Project: Upcoming Release

In the spirit of anticipation I am excited to announce the release of four trailer videos this week for the upcoming public debut of work from the 14 month project documenting the rebuilding of Conrail Shared Assets Delair Bridge. The Delair Bridge, completed in 1896 and heavily modified in the late 1950’s is a vital link between Conrail’s South Jersey operations and parent companies CSX and Norfolk Southern's transportation networks. With this upgrade Conrail can now handle heavier loads and larger trains fostering economic growth in Southern New Jersey. This project is part of an $18.5 million Transportation Investment Generating Economic Recovery (TIGER) grant awarded to the South Jersey Ports by the US Department of Transportation.

I was initially asked to provide a basic documentation for the project which grew into a major production conducted over 6 - three day/ 72 hour scheduled outages where up to 13 bridge spans were replaced and track renewed. As you can imagine a project of this scope cannot be done by one person; I was fortunate enough to work with two other very talented Drexel Photography graduates; Samuel Markey (Class of 2011) who contributed his extensive knowledge of time lapse production, shooting and editing and Michael Legrand (Class of 2000) who provided aerial footage which added an amazing element to the documentation. At times we utilized up to six cameras to capture the various crafts working together to meet the tight deadlines the railroad required in order to minimize service disruptions. Several contractors including Cornell Steel, Thackray Crane and Railworks were managed by Jacobs Engineering to complete scheduled work within the allotted 72 hour slot through snow, rain, extreme temperatures and physical conditions. Next week you can expect more trailer releases and the finished highlight reel which is slated to go live late in the week. I hope you enjoy the work! As always please feel free to comment and share!

 

Last week for Monmouth Museum Exhibition!

The Izaak Walton Inn was constructed by the Great Northern Railway in 1939 just outside of Glacier National Park near Essex, Montana. This image is one of several by contemporary photographer Travis Dewitz included in the exhibition "All Aboard! Railroads and the Historic Landscapes They Travel" at the Monmouth Museum in Lincroft, NJ. Image courtesy of Travis Dewitz

The Izaak Walton Inn was constructed by the Great Northern Railway in 1939 just outside of Glacier National Park near Essex, Montana. This image is one of several by contemporary photographer Travis Dewitz included in the exhibition "All Aboard! Railroads and the Historic Landscapes They Travel" at the Monmouth Museum in Lincroft, NJ. Image courtesy of Travis Dewitz

If you have not had a chance please take the time to visit the Monmouth Museum to view the exhibition "All Aboard! Railroads and the Historic Landscapes They Travel". This visually stunning and informative exhibition will be on view for another week, closing January 4th, 2015. For hours and additional information, please call the Museum at 732-747-2266, or visit the website at: www.monmouthmuseum.org. Museum admission is $7 per person

The Monmouth Museum, a private, non-profit organization, is located at 765 Newman Springs Road, in Lincroft, NJ.

Merry Christmas from the Main Line !

Coatesville_1

The railroad never stops, nor does the industry it serves. In the shadow of the Coatesville bridge spanning the west branch of the Brandywine River the former Lukens steel mill hums with activity around the clock providing jobs for people in the surrounding communities. As we enjoy the company of family during the holidays, men and women leave home to work in the plant day and night, producing specialized steel to build America's bridges, buildings and infrastructure. For some, working through the holidays seems unthinkable, to the folks in the steel or transportation industry its business as usual. Whether you are home with loved ones or on the job, I would like to wish you all a Merry Christmas !

William H Brown: The Tale of Two Bridges

In a beautiful image by William H. Rau we see the Conestoga River bridge, one of Brown's first stone bridges. Utilizing the figure and boat as a device for scale in the foreground Rau is looking south, as noted by the finished facade of the bridge. To the left out of view is the Lancaster Water Works which still survives today. Photograph collection American Premier Underwriters, Inc. 

In a beautiful image by William H. Rau we see the Conestoga River bridge, one of Brown's first stone bridges. Utilizing the figure and boat as a device for scale in the foreground Rau is looking south, as noted by the finished facade of the bridge. To the left out of view is the Lancaster Water Works which still survives today. Photograph collection American Premier Underwriters, Inc. 

In 1881 a rising figure in the Pennsylvania Railroad by the name of William H. Brown was promoted to chief engineer. At 45 years old the Lancaster County native had 31 years under his belt working his way from a rod man on a survey crew in 1850 to the top of one of the most ambitious engineering departments in the railroad world. Brown had a reputation for knowing every grade, curve and crossing on the PRR. As chief engineer his tenure was likely one of the most notable in the transformation of the Pennsylvania Railroad’s physical plant during the 19th and early 20th centuries, implementing various programs of improvements up until his retirement in 1906. According to his obituary in the New York Times he, “made 133 changes and revisions to the Main Line, built fourteen elevated railways through cities, forty-one tunnels, and 163 stone bridges, including [the world's largest] Rockville stone bridge.” The last point was perhaps one his more notable achievements and certainly one of the most recognizable today; the stone masonry arch bridge.

The connection between Brown's first two stone bridges are linked to various correspondence in the planning stages for both locations. Born from the endorsement of stone bridges during the four track expansion, they diverged at the time of design. The Conestoga is two tracks with provisions for expansion (note protruding stone work along the arches) the Conemaugh bridge designed and built with four tracks. Both survive today and remain in active service on Amtrak's Keystone corridor and Norfolk Southern's Pittsburgh line respectively. Left detail; Photographer unknown, image courtesy of LancasterHistory.org, Lancaster, Pennsylvania. Right detail William H. Rau, collection of American Premier Underwriters, Inc. 

The connection between Brown's first two stone bridges are linked to various correspondence in the planning stages for both locations. Born from the endorsement of stone bridges during the four track expansion, they diverged at the time of design. The Conestoga is two tracks with provisions for expansion (note protruding stone work along the arches) the Conemaugh bridge designed and built with four tracks. Both survive today and remain in active service on Amtrak's Keystone corridor and Norfolk Southern's Pittsburgh line respectively. Left detail; Photographer unknown, image courtesy of LancasterHistory.org, Lancaster, Pennsylvania. Right detail William H. Rau, collection of American Premier Underwriters, Inc. 

Two of the earliest spans Brown designed for the Main Line were the crossing of the Conemaugh River in Johnstown and the Conestoga in Lancaster. Though bid separately both were originally to be constructed utilizing iron truss spans until Pittsburgh Division superintendent Robert Pitcairn endorsed the use of stone to Brown instead. Touting stone’s strength, durability and its abundant supply on the PRR, the stone bridge would be a long term solution, able to support the growing traffic and heavier trains the PRR was becoming accustomed to. It was there that the course divided for the two bridges. The Conemaugh bridge was built as planned with four tracks and the first to prove Pitcairn’s endorsement true surviving the wrath of the great flood of 1889 just a year after its completion.

With bridge renewals a major part of the program to expand the PRR’s trademark four track main line across the state of Pennsylvania, the Brandywine Creek bridge in Coatesville and the Conestoga bridge in Lancaster were the last remaining two track spans west from Philadelphia. As discussed previously, the Lancaster terminal was also a choke point in the movement of traffic necessitating the construction of the Lancaster Cut-Off. Just to the east of the junction of this new route with the old main was the Conestoga River, a 61-mile tributary of the Susquehanna. The crossing of the Conestoga saw several successive bridges built for the railroad; the first a 1400’ long series of wood lattice truss spans dating from the P&C which was consumed by fire and later replaced with a fill and a shortened series of iron Whipple trusses around the Civil War. Though Brown had considered another iron design for Conestoga in 1887 its design ultimately followed the fate of the Conemaugh bridge, choosing to use stone instead. Though initial correspondence suggests the Conestoga bridge was to be a four-track span, costs and traffic levels dictated a compromise in design, building a two-track span with provisions in place for expansion. As a result the five arch, 329’ long stone masonry bridge was constructed with foundations to support a four track span. In addition, contractors left stones protruding from the southern side of the bridge, which would allow for any expansion to tie into the existing structure when demand necessitated. Completed in 1888 traffic grew through the next decade but plans were on the horizon that would direct freight off the main line to a new dedicated low-grade from Atglen to Columbia, by-passing Lancaster all together. Though the span in Coatesville was replaced in 1906 to support the combined traffic demands east of Atglen the Conestoga bridge was never expanded, nor was the main line between Lancaster and Royalton since the PRR now had three two-track routes for both freight and passenger moves via the Main Line, Atglen & Susquehanna low grade and the Columbia branch.

Today many of Brown’s bridges are still in service without remark; the only exception of course is Shock’s Mills, which partially failed during Hurricane Agnes in 1972. Building like the Romans for an empire in the transportation world, Mr. Brown and other people like him on competing railroads represented the pinnacle of engineering, design and forethought that built the United States and are largely responsible for the rail networks we have today.

Monmouth Museum: Lecture This Friday!

CSX westbound empty coal train at Hawks Nest, West Virginia  , January 2005   by Scott Lothes is one of roughly 80 photographs in the exhibition titled, All Aboard! Railroads and the Historic Landscape they Travel.   Please join me this Friday evening for a gallery talk for the exhibition,   All Aboard! Railroads and the Historic Landscape they Travel   which is currently on view at the Monmouth Museum. This informal lecture will provide insight on work featured in the exhibition with a historical background on the rise, fall and rebirth of American railroads in the 20th Century and the artists that were driven to document them.

CSX westbound empty coal train at Hawks Nest, West Virginia, January 2005 by Scott Lothes is one of roughly 80 photographs in the exhibition titled, All Aboard! Railroads and the Historic Landscape they Travel. Please join me this Friday evening for a gallery talk for the exhibition, All Aboard! Railroads and the Historic Landscape they Travel which is currently on view at the Monmouth Museum. This informal lecture will provide insight on work featured in the exhibition with a historical background on the rise, fall and rebirth of American railroads in the 20th Century and the artists that were driven to document them.

Exhibition installation views courtesy of  Benjamin Riley

Exhibition installation views courtesy of Benjamin Riley

The lecture will take place at the Monmouth Museum, Friday, December 12th, at 7PM and is open to the public with paid admission or museum membership. Museum admission is $7 per person.

Can't make it to the lecture? The show runs through January 4, 2015. For hours and additional information, please call the Museum at 732-747-2266, or visit the website at: www.monmouthmuseum.org.

The Monmouth Museum, a private, non-profit organization, is located at 765 Newman Springs Road, in Lincroft, NJ.

Monmouth Exhibition: Upcoming Lecture

Great Northern Railway. Westbound freight train, west of Havre, Montana, 1968 by noted photographer  David Plowden  is one of roughly 80 photographs in the exhibition titled, All Aboard! Railroads and the Historic Landscape they Travel.

Great Northern Railway. Westbound freight train, west of Havre, Montana, 1968 by noted photographer David Plowden is one of roughly 80 photographs in the exhibition titled, All Aboard! Railroads and the Historic Landscape they Travel.

Friends, Please join me next Friday evening for a gallery talk for the exhibition, All Aboard! Railroads and the Historic Landscape they Travel which is currently on view at the Monmouth Museum. This informal lecture will provide insight on work featured in the exhibition with a historical background on the rise, fall and rebirth of American railroads in the 20th Century and the artists that were driven to document them. Featuring the work of eight noted photographers and a selection of vintage travel and advertising posters the exhibition and lecture highlight the history and nostalgia the railroads evoke and the landscape it has traveled and changed for over 150 years.

Exhibition installation views courtesy of  Benjamin Riley

Exhibition installation views courtesy of Benjamin Riley

The lecture will take place at the Monmouth Museum, Friday, December 12th, at 7PM and is open to the public with paid admission or museum membership. Museum admission is $7 per person.

Can't make it to the lecture? The show runs through January 4, 2015.

The Monmouth Museum, a private, non-profit organization, is located at 765 Newman Springs Road, in Lincroft, NJ. For hours and additional information, please call the Museum at 732-747-2266, or visit the website at: www.monmouthmuseum.org.

New Line: PRR's Lancaster Cut-Off

1912 Sanborn Map Illustrating the addition of the Lancaster Cut-Off which would divert traffic away from the PRR's congested Old Main through the city center. Map collection of the Penn State University Library.

1912 Sanborn Map Illustrating the addition of the Lancaster Cut-Off which would divert traffic away from the PRR's congested Old Main through the city center. Map collection of the Penn State University Library.

Opening in 1883 the Lancaster Cut-Off was part of a series of main line improvements to eliminate excessive grades, traffic congestion and operational issues associated with the original main line through downtown Lancaster. Under the direction of chief engineer William H. Brown a two-track bypass running along the city’s north side was constructed between Dillerville and an interlocking named CG where it joined the existing main line just west of the Conestoga River. Though originally designed to divert only through trains away from Lancaster the improved line became the preferred routing because of the continuing problems operating through the busy city center. As a result service to the station on Queen Street declined, stirring complaints from city officials who demanded better passenger rail service.

Interior view of the concourse bridge waiting area in the 1928-29 passenger station that replaced the antiquated Queen Street station facility on the Old Main.

Interior view of the concourse bridge waiting area in the 1928-29 passenger station that replaced the antiquated Queen Street station facility on the Old Main.

Complaints continued well into the 20th century until city officials and the PRR began negotiations for a new passenger station to be located on the Cut-Off. Construction of the new facility began in August of 1928 and was dedicated dedication on April 27th of 1929. Situated between Lititz Pike and North Prince Street the beautiful brick and limestone colonial revival styled station featured a second floor waiting room with large arched windows and limestone walls. A concourse bridge over the main line connected the waiting room with 2 high level platforms while baggage was moved via a subterranean tunnel and elevators from the neighboring express building located immediately west of the station.

This plate drawing of the consolidated CORK interlocking plant circa 1963 illustrates the expansiveness of the consolidated territory which was once controlled be three separate towers. Plate drawing collection of  The Broad Way.

This plate drawing of the consolidated CORK interlocking plant circa 1963 illustrates the expansiveness of the consolidated territory which was once controlled be three separate towers. Plate drawing collection of The Broad Way.

The construction of the new facility also necessitated additional track capacity since the old line would be largely abandoned after this project was complete. Sidings and runners were added to the two main tracks through the station complex. A new interlocking tower aptly named Lancaster controlled the new station trackage in addition to consolidating three existing interlocking towers: DV (Dillerville) - junction with the Old Line, Cut-off, Columbia branch and H&L to Harrisburg, CG (Conestoga) junction of the old main, cut-off and main line east and ES - junction with the New Holland Branch and end of the four track main line just east of the Conestoga bridge. Later renamed Cork this standard design tower of the Depression era was constructed of brick with a copper clad bay and hip roof. Inside the tower a 67 lever Union Switch & Signal Model 14 interlocking machine controlled the expansive physical plant.

As built the Lancaster Cut-Off was intended to bypass traffic that did not service the City of Lancaster, today the route is the sole surviving main line for Amtrak and Norfolk Southern operations based out of Dillerville. On the east end of the Cut-Off the grade of the Old Line can be spotted at former CG interlocking where the two lines split. (L) In the brush to the left you can make out the diverging path of the Old Main in the gap in the trees. (R) The expansive area around the main looking east is where the Old Line connected to the Cut-Off and main line east. Just out of view is the Conestoga River Bridge.

As built the Lancaster Cut-Off was intended to bypass traffic that did not service the City of Lancaster, today the route is the sole surviving main line for Amtrak and Norfolk Southern operations based out of Dillerville. On the east end of the Cut-Off the grade of the Old Line can be spotted at former CG interlocking where the two lines split. (L) In the brush to the left you can make out the diverging path of the Old Main in the gap in the trees. (R) The expansive area around the main looking east is where the Old Line connected to the Cut-Off and main line east. Just out of view is the Conestoga River Bridge.

Cork remained operational into the 21st century, during the Keystone Corridor rebuild several revisions to the interlocking simplified the infrastructure in the area pairing out the various control points and retrofitting the old building with new CTC like control boards mounted directly to the old interlocking machine. By the close of the first quarter of 2013 Cork’s local control was cut-over to Amtrak’s centralized dispatching center in Delaware, ending 84 years of continual service under three different railroads. Despite the loss of CORK the PRR passenger station continues to serve the city of Lancaster  undergoing a slow and expensive renovation that will renew its facade and interior while adding modern amenities like climate control and new electrical systems. It is unclear to the author if additional retail spaces will be developed in the lower level but the facility seems to be ripe with opportunity for travelers who visit the county seat, home to a vibrant arts and tourism region. Only time will tell what the final development of the Lancaster passenger station will bring but today it continues to serve its intended purpose maintaining the Pennsylvania Railroad's presence in the city of Lancaster.

Monmouth Museum Exhibition Opens This Weekend!

Allegheny Summit, Tunnelhill, Pennsylvania. One of roughly 80 photographs in the exhibition   "All Aboard, Railroads and the Historic Landscapes They Travel" which opens Sunday, November 16th.

Allegheny Summit, Tunnelhill, Pennsylvania. One of roughly 80 photographs in the exhibition "All Aboard, Railroads and the Historic Landscapes They Travel" which opens Sunday, November 16th.

Please join me this coming Sunday at the Monmouth Museum for the opening of, "All Aboard, Railroads and the Historic Landscapes They Travel". This visually stunning and informative historical exhibition features the work of 8 renowned photographers spanning 70 years of railroad history and will be accompanied by historic travel posters from the private collection of Bennett Levin.

The Monmouth Museum Presents

All Aboard! Railroads and the Historic Landscapes They Travel

Curated by Michael Froio

Opening Reception:Sunday, November 16, 3 – 5 pm is open to the public and free of charge

Can't make it to the opening? The show runs from November 16, 2014 through January 4, 2015

Museum admission is $7 per person

The Monmouth Museum, a private, non-profit organization, is located at 765 Newman Springs Road, in Lincroft, NJ. For hours and additional information, please call the Museum at 732-747-2266, or visit the website at: www.monmouthmuseum.org.

Dillerville: Lancaster's Western Gateway

Dillerville Junction was a complex interlocking controlling access to several important lines on the PRR in the northwestern corner of Lancaster. This remarkable view looking railroad west from the Lancaster Cut-Off depicts the new line veering off to the right connecting with the H&L line to Harrisburg. The old alignment of the H&L into Dillerville and Lancaster still exists and is where Rau's photographic train is sitting behind the interlocking tower. Straight ahead is the connection to the Columbia Branch while the tracks that fan off to the left from that line in the distance  are the original alignment and connection to the Old Main to the Queen Street station. The last line of note through the junction is the single track passing left to right in front of the tower crossing all of the PRR tracks at grade, this was the Reading Company's Lancaster Branch, part of its Reading & Columbia Division which terminated at the foot of North Prince Street. The meticulous landscaping, track and ballast work reflect a railroad that took great pride in their physical plant. Image circa 1888 by William H. Rau, Collection of American Premier Underwriters, Inc. 

Dillerville Junction was a complex interlocking controlling access to several important lines on the PRR in the northwestern corner of Lancaster. This remarkable view looking railroad west from the Lancaster Cut-Off depicts the new line veering off to the right connecting with the H&L line to Harrisburg. The old alignment of the H&L into Dillerville and Lancaster still exists and is where Rau's photographic train is sitting behind the interlocking tower. Straight ahead is the connection to the Columbia Branch while the tracks that fan off to the left from that line in the distance  are the original alignment and connection to the Old Main to the Queen Street station. The last line of note through the junction is the single track passing left to right in front of the tower crossing all of the PRR tracks at grade, this was the Reading Company's Lancaster Branch, part of its Reading & Columbia Division which terminated at the foot of North Prince Street. The meticulous landscaping, track and ballast work reflect a railroad that took great pride in their physical plant. Image circa 1888 by William H. Rau, Collection of American Premier Underwriters, Inc. 

In 1835 Revolutionary War officer and Sheriff of Lancaster County, Adam Diller founded Dillerville, a one time separate settlement in Lancaster’s northwest corner. In June of the same year Diller would grant the Harrisburg & Lancaster Railroad a 1.5-acre plot to construct a depot. From these meager beginnings Dillerville would develop to become the western gateway of the Lancaster terminal, evolving with continual improvements after the PRR assumed control of the Philadelphia & Columbia and Harrisburg & Lancaster Railroads.

Originally the location where the PRR predecessors split away heading west on their respective routes, DV interlocking as it became known, developed into a far more complex facility with the addition of the Lancaster Cut-Off in 1883. The second know tower in this location was completed in 1884 for the new cut-off utilizing Armstrong levers to control lower quadrant semaphore signals and switch points throughout the junction. This tower was built in the typical style of that era with Victorian details including a slate shingled hip roof and center cupola similar to surviving examples like LEMO tower now located in Strasburg, PA and SHORE at Frankford Junction in Philadelphia. DV was an important facility, directing trains to the Columbia Branch, Old Main, H&L line to Harrisburg and the Lancaster Cut-Off / Main Line east. On either side of the interlocking there were several yards servicing industries on the Old Main and the later plants of Armstrong World Industries and its predecessors. Adding to the complexity of this interlocking was an at grade crossing of the R&C division of the Reading Company who’s Lancaster Branch terminated at the foot of Prince Street in the north west corner of the city.

This view looks west depicting the first tower at Dillerville around 1880. To the left is the Columbia Branch of the former P&C  and to the right is the former H&L to Harrisburg. Note the sign on this early wood frame octagonal switch tower which proclaims an exact distance of 69 and 30/100 miles to Philadelphia and 283 and 70/100 miles to Pittsburgh. Another noteworthy detail is the early signals utilized to govern traffic at the junction. As evident from Rau's photo in 1888 this junction would be greatly reconfigured with the addition of the Lancaster Cut-off. Photographer unknown, image courtesy of LancasterHistory.org, Lancaster, Pennsylvania.

This view looks west depicting the first tower at Dillerville around 1880. To the left is the Columbia Branch of the former P&C  and to the right is the former H&L to Harrisburg. Note the sign on this early wood frame octagonal switch tower which proclaims an exact distance of 69 and 30/100 miles to Philadelphia and 283 and 70/100 miles to Pittsburgh. Another noteworthy detail is the early signals utilized to govern traffic at the junction. As evident from Rau's photo in 1888 this junction would be greatly reconfigured with the addition of the Lancaster Cut-off. Photographer unknown, image courtesy of LancasterHistory.org, Lancaster, Pennsylvania.

In the late 1920s DV interlocking was part of a consolidation project in preparation for the opening of a new passenger station complex on the Cut-Off centralizing several towers into Lancaster Tower, which was later renamed Cork for its proximity to the PRR’s largest freight customer in the city, Crown Cork & Seal (Armstrong). Another component to this improvements program involved partial abandonment of the Old Line retaining only the segment from West Yard to the freight houses on Water Street. Dillerville Yard continued to serve as a local base of freight operations for the diverse manufacturing and agricultural consignees in the city and beyond on both the Main Line and New Holland Branch.

Views looking east and west from the footbridge off Liberty Street in the Dillerville area of Lancaster. (L) Looking west on the Old Main one can see the catenary poles of the Lancaster Cut-Off in the distance coming in from the right. At DV interlocking this line crossed at grade with the Columbia Branch and connected to the former H&L to head west to Harrisburg. (R) Looking east was the remaining segment of the former Old Main which recently terminated at the foot of Mulberry Street and Harrisburg Avenue. Here a bulk transfer trestle, crew base and engine storage area were all recently abandoned when NS completed the new H. Craig Lewis yard part of  the Lancaster Northwest Gateway redevelopment project. 

Views looking east and west from the footbridge off Liberty Street in the Dillerville area of Lancaster. (L) Looking west on the Old Main one can see the catenary poles of the Lancaster Cut-Off in the distance coming in from the right. At DV interlocking this line crossed at grade with the Columbia Branch and connected to the former H&L to head west to Harrisburg. (R) Looking east was the remaining segment of the former Old Main which recently terminated at the foot of Mulberry Street and Harrisburg Avenue. Here a bulk transfer trestle, crew base and engine storage area were all recently abandoned when NS completed the new H. Craig Lewis yard part of  the Lancaster Northwest Gateway redevelopment project. 

In 2009 Norfolk Southern, successor of PRR operations in the area (through the purchase of Conrail) began a major reconfiguration of Dillerville Yard in order to accommodate the $75 million Lancaster Northwest Gateway Project, which is developing acres of unused brown fields to provide expansion opportunities for both Lancaster General Hospital and Franklin & Marshal College. Earlier this year the last of the remaining PRR era facilities including the pedestrian bridge, trans-load facility and engine terminal were abandoned after NS dedicated new facilities in a yard named after the late H. Craig Lewis state senator and former NS VP of corporate affairs. Part of more than a century of urban renewal the Northwest Gateway Project is the last effort in removing all rail activity from the city center including the industries the railroads once served completing an effort that began in the 1880's with the construction of the Lancaster Cut-Off.

Lancaster Terminal: The Old Main

Postcard view of the ornate Victorian styled PRR station located at N. Queen and E. Chestnut Streets in the city of Lancaster. Collection of the author. 

Postcard view of the ornate Victorian styled PRR station located at N. Queen and E. Chestnut Streets in the city of Lancaster. Collection of the author. 

Lancaster Old Main: The original main line of the Pennsylvania Railroad made a gentle southern arc from the area of Dillerville in the northwest corner of the city limits to where it crossed the Conestoga in the northeast, intersecting busy streets through the growing city of Lancaster. The line was the combination of routes built by the Philadelphia & Columbia (P&C) and Harrisburg & Lancaster (H&L) railroads. The P&C, part of the state built Main Line of Public Works, was a through route connecting Philadelphia to the east and Columbia to the west. The H&L was an early private venture that terminated in Lancaster connecting the P&C via its own main line directly to Elizabethtown and Harrisburg. Shortly after the charter and beginning of construction on the main line between Harrisburg and Pittsburgh the PRR contracted a 20-year agreement with the H&L in 1848, part of an effort to secure a direct route to Philadelphia. J. Edgar Thompson would accomplished this goal when the PRR finally assumed operations of the P&C in 1857, part of its $7.5 million purchase of the Main Line of Public Works. With the reorganization of both lines into the PRR, traffic patterns west from Lancaster evolved to a pattern familiar to contemporary operations with passenger trains favoring the more direct H&L and the P&C for freight traffic.

1912 map detail showing the congested area surrounding the original alignment of the Philadelphia and Columbia route which became the PRR's original main line through Lancaster. The station was located at Queen and Chestnut Streets (location 25 on the map) and the freight terminal was on the corner of Prince and Walnut Streets (upper left from station). Map collection of the Penn State University Library

1912 map detail showing the congested area surrounding the original alignment of the Philadelphia and Columbia route which became the PRR's original main line through Lancaster. The station was located at Queen and Chestnut Streets (location 25 on the map) and the freight terminal was on the corner of Prince and Walnut Streets (upper left from station). Map collection of the Penn State University Library

After the PRR purchased the P&C it immediately took initiatives to replace primitive station facilities run out of a local inn. The result was a beautiful train shed and station built between Queen and North Christian Streets parallel to Chestnut Street. While a drastic improvement from previous arrangements it would prove to be a stopgap measurement for the fast growing railroad. Larger operational issues existed to the west of the station in a maze of trackage servicing both PRR owned freight houses and numerous industries most of which was at grade with the city streets. Adding to the congestion was the connection to the Quarryville Branch and interchange with the Reading Company’s R&C Division all within the city limits.

Images detailing both the freight terminal and industrial tracks the spurred off the main line (left) and the western view from the passenger station shed looking out on the crossing of N. Queen Street. These images reinforce the complicated and dangerous operating conditions the city and railroad faced on a daily basis. Both images courtesy of LancasterHistory.org, Lancaster, Pennsylvania

Images detailing both the freight terminal and industrial tracks the spurred off the main line (left) and the western view from the passenger station shed looking out on the crossing of N. Queen Street. These images reinforce the complicated and dangerous operating conditions the city and railroad faced on a daily basis. Both images courtesy of LancasterHistory.org, Lancaster, Pennsylvania

Serving as the sole through route into the 1880’s the PRR addressed the limitations of the Old Main by constructing a bypass known as the Lancaster Cut-Off. After the 1883 opening of this new route only trains serving Lancaster navigated the city route. Despite the growth and increasing need for more rail transportation the unfortunate reality was the mighty PRR was diverting more and more trains away from the Queen Street station in favor of the new by-pass. The net result meant mounting political pressure on the PRR from city government to provide residents and visitors improved rail transportation, an issue  that would continue well into the 1920’s. This era marks the beginning of an effort of urban renewal that continues to change how people and the railroads interface with the city of Lancaster. In future posts we will continue the discussion of how and when the PRR diverted operations away from the Old Main and how successors have continued to revise and improve local facilities and operations.

End of Summer Update

Construction waits as a late running inbound crude train crosses the Delair Bridge into Southern New Jersey during the April Outage. This week marks the sixth and final shoot for Conrail documenting the Delair Improvements program.

Construction waits as a late running inbound crude train crosses the Delair Bridge into Southern New Jersey during the April Outage. This week marks the sixth and final shoot for Conrail documenting the Delair Improvements program.

I hope you all had an enjoyable summer! I know, I promised an in-depth series of posts on the evolution of the Lancaster area on the Pennsylvania Railroad and so far I have published one part. There is more to come I assure you! Recently with gracious assistance from friend William L. Seigford and accompanied by the knowledgeable Mark Hoffman I made a trip to sew up some loose ends on the Lancaster Terminal and the New Holland Branch. Much of this film has been processed but still needs scanning and editing to add to the series, rounding out the contemporary part of my survey. Adding to the backlog, this week marks the last of six shoots for Conrail documenting improvements to the former PRR Delair Bridge, a vital connection between the South Jersey cluster of Conrail Shared Assets and Norfolk Southern and CSX’s transportation networks. Once complete I'll be shifting gears to finalize and begin promoting the upcoming exhibition I am curating at the Monmouth Museum in Lincroft, NJ. I look forward to sharing this exciting Fall season for the blog and Main Line Project and as always thank you for your patience and support!

Sincerely,

Michael Froio

Lancaster's Railroad History | A Brief Overview

The city of Lancaster has a rich and diverse history that began in the late 1600’s as a part of the Penn’s Woods Charter, a 45,000 square mile land grant to establish an English Quaker Colony in the New World. The area of Lancaster would develop and flourish around rich agricultural land and the development of iron forges throughout the 1700’s. As iron production increased the need to develop road networks became necessary to bring in raw materials and transport finished product to market, the Philadelphia & Lancaster Turnpike was one of the first, opening in 1795. Lancaster held the honor of being the state capitol from 1799-1812 and was incorporated as a city in 1818 developing at the crossroads of trade routes connecting Philadelphia with manufacturing centers like Columbia, York, Lebanon and Portsmouth (Middletown).

City of Lancaster, circa 1864. David Rumsey Map Collection.

City of Lancaster, circa 1864. David Rumsey Map Collection.

Early in the first quarter of the 19th Century construction of the Erie Canal put the state of New York at a great  advantage over Philadelphia and the Comonwealth in trade and commerce. In an effort to compete, Pennsylvania would embark on a similar project known as the Main Line of Public Works, an ambitious network that utilized a multimodal system of railroads and canals. While the Erie Canal was in use by 1821, Pennsylvania did not break ground until 1828 and the network was not complete until 1834. What would determine success of these networks was ultimately the topography. The Commonwealth was far more challenging than the water level route of the Erie putting the Main Line of Public Works at a major disadvantage. The Main Line of Public Works  network required multiple transfers to move cargo from train to boat in Columbia, back to train in Hollidaysburg, onto inclined planes to surmount the Alleghenies, and back to boat in Johnstown.  Though the trip was a vast improvement over wagon travel, it was still hampered by logistics and weather. Though woefully under-engineered the only potential success of this network was found on the east end, the Philadelphia & Columbia Railroad which ran the 82 miles between its namesake towns with Lancaster along the way.

Detail of an 1855 map illustrating the Pennsylvania Railroad system and its connections. This map shows the proposed Lebanon, Lancaster & Pinegrove Railroad which was to bypass the Philadelphia & Columbia to gain access to Philadelphia prior to the Commonwealth and the PRR coming to an agreement on the sale price of the failing Main Line of Public Works in 1857. Map collection of the Library of Congress. 

Detail of an 1855 map illustrating the Pennsylvania Railroad system and its connections. This map shows the proposed Lebanon, Lancaster & Pinegrove Railroad which was to bypass the Philadelphia & Columbia to gain access to Philadelphia prior to the Commonwealth and the PRR coming to an agreement on the sale price of the failing Main Line of Public Works in 1857. Map collection of the Library of Congress. 

The potential success of this new railroad spurred private ventures to construct connecting lines like the Harrisburg, Portsmouth, Mount Joy & Lancaster Railroad (H&L for short) which completed its route in 1838 bypassing the train-boat transfer in Columbia and thus connecting local industry to an all rail route to Philadelphia. Recognizing the overall failure of the Main Line of Public Works the Commonwealth deemed that a private venture should be chartered to construct an all rail route from Harrisburg to Pittsburgh in order to preserve and improve trade and commerce, therefore in 1846 the Pennsylvania Railroad was born. Once the PRR route was complete to Pittsburgh, lines east of Harrisburg including the H&L and P&C became the object of desire for the young railroad striving to complete an exclusive rail network between Philadelphia and Pittsburgh. An operating arrangement was established with the H&L in 1848 leaving one last lynch pin, the now cash starved P&C. The Commonwealth offered the entire Main Line of Public Works system for sale in 1854 but it wasn’t until 1857 that the PRR would agree to purchase the system for $7.5 million, almost a third of the original asking price. This purchase secured the final segment of a wholly owned rail route between Pittsburgh and Philadelphia while also providing the surplus canal right of way that would be crucial to expanding and improving the main line west of Harrisburg. With the potential for increased traffic the railroad began improvements to its main line system, an endeavor that would continue on and off well into the 20th Century. Antiquated facilities in Lancaster were a continuing concern; construction commenced on a new station in 1860, several bridges were improved, the physical plant expanded and finally a by-pass route was built around the congested city center in 1883. By 1904 the main line of the Pennsylvania Railroad from Philadelphia to the Conestoga River was four tracks wide. In Lancaster the complex terminal reduced down from four tracks to two on the east end, splitting twice, once between the old main and the 1883 Lancaster cut-off and again at Dillerville where the old main (former H&L) connected back to the cut-off and the former P&C diverged to Columbia. Though plagued by the two track bottleneck over the Conestoga for some time, completion of the Atglen & Susquehanna branch in 1906 diverted a considerable amount of freight traffic away from Lancaster to the east and the two track Conestoga Bridge would remain as is, adequate to handle the remaining traffic on the main line.

One of many early improvements in the Lancaster terminal area was the stone bridge over the Conestoga River where the main line from the east entered Lancaster. Designed by Chief Engineer William H. Brown and completed in 1887 the two track Conestoga Bridge is unique in its design as the south side was left with protruding stonework to allow for further expansion had the railroad required additional capacity. Though this bridge was an operational bottleneck when the mai nline east was four-tracked subsequent construction of the Atglen and Susquehanna branch alleviated much of the through freight congestion in the Lancaster area.  Image courtesy of LancasterHistory.org, Lancaster, Pennsylvania.     

One of many early improvements in the Lancaster terminal area was the stone bridge over the Conestoga River where the main line from the east entered Lancaster. Designed by Chief Engineer William H. Brown and completed in 1887 the two track Conestoga Bridge is unique in its design as the south side was left with protruding stonework to allow for further expansion had the railroad required additional capacity. Though this bridge was an operational bottleneck when the mai nline east was four-tracked subsequent construction of the Atglen and Susquehanna branch alleviated much of the through freight congestion in the Lancaster area.  Image courtesy of LancasterHistory.org, Lancaster, Pennsylvania. 

 

Terminal improvements continued in the 1920’s including the abandonment of the old main and 1860 station in favor of a new passenger station on the cut-off providing expanded train service, the result of political pressure and some gentle encouragement from Armstrong Cork a major PRR customer in Lancaster. Around the same time electrification was sweeping the eastern main line, preparations were being made to modernize area interlocking plants which were centralized to a single tower appropriately named Lancaster (renamed CORK a few years after its construction for the neighboring plant of Armstrong Cork). In 1938 electrification of the Paoli – Harrisburg main line, Low Grade and Columbia branch were complete; Electric locomotives were now hauling the bulk of freight and passenger trains west to Harrisburg, leaving steam and later diesel propulsion to switch sprawling industries scattered about on the remaining sections of the old main, Dillerville area, Quarryville and New Holland branches.

Part of the last wave of Pennsylvania Railroad improvements in the Lancaster area was the 1927 abandonment of the old main line and station through town and the opening of the new passenger station on what was formerly the Lancaster Cut-Off, now essentially the new main line. Further improvements came in 1938 with the completion of the final phase of electrification including the main line from Paoli to Harrisburg, the Low Grade and Columbia branch. Illustrated here in a view looking east is the new station facility and Cork interlocking tower which consolidated control of several interlockings in the Lancaster area. Image collection of the author.

Part of the last wave of Pennsylvania Railroad improvements in the Lancaster area was the 1927 abandonment of the old main line and station through town and the opening of the new passenger station on what was formerly the Lancaster Cut-Off, now essentially the new main line. Further improvements came in 1938 with the completion of the final phase of electrification including the main line from Paoli to Harrisburg, the Low Grade and Columbia branch. Illustrated here in a view looking east is the new station facility and Cork interlocking tower which consolidated control of several interlockings in the Lancaster area. Image collection of the author.

Lancaster and the railroad thrived during the surge of World War II traffic but as peacetime settled in, the PRR began to show its age, left with mounting debts and a worn out physical plant. With a decrease in traffic and increasing competition from trucking the rationing of their physical plant began in the early 1960’s removing two of the main tracks east of the Conestoga Bridge to Parkesburg. Traffic continued to diminish and the ill-fated merger of the NYC and PRR drained cash away from much needed infrastructure improvements. In 1971 Amtrak was created to preserve national passenger train service, on the Harrisburg Line the new company slowly began carving away at money loosing  local, regional and long distance services the PRR once provided. In 1976 Conrail assumed control of freight operations in the Lancaster/Dillerville area which continues to generating traffic from a number of large industrial plants and new distribution warehouses. In the late 1990’s the future of Lancaster’s railroads faced more changes. Conrail was split up by CSX Transportation and Norfolk Southern Corporation, the later which assumed control of Lancaster freight operations. Amtrak’s Keystone Line was designated a high-speed corridor and work slowly began to rebuild the Harrisburg - Philadelphia main line for hourly electrified service once again. In 2008 Franklin & Marshall College and Lancaster General Hospital struck an agreement with NS to develop the land along the former old main that was retained for yard and bulk transfer facilites for the railroad. NS commenced a long-term project to move, reconfigure and expand Dillerville Yard all of which was completed at the close of 2013. Today contractors are removing the remaining traces of the old main changing the local landscape forever. Amtrak’s rebuilding of the former PRR Main Line is largely complete including the tumultuous rehab of Lancaster’s 1929 depot, the streamlining of the physical plant and the closing of Cork tower, one of a few left on the former PRR system. Though the PRR has been absent from the Lancaster area for over 45 years its legacy remains a vital infrastructure to the local economy. Over the next few months we will spend some time exploring the various lines and history of the Lancaster area including current and historic facilities.