Some time ago we left off on the Main Line tour in Christiana, Pennsylvania, crossing from Lancaster to Chester County, traversing the North Bend Cut along Zion Hill. What seems today like another unremarked view from the Main Line, the area around North Bend was a place essential to operations on one of the busiest transportation networks in the country. In the Brown era of the late 19th Century - early 20th Century, North Bend saw the realignment and expansion of the mainline, construction of the Atglen & Susquehanna Low Grade, the installation of the Atglen water pans, and later in 1938 the final phase of electrification. The endless parade of traffic during World War II was followed by a long, slow decline of the PRR system, visualized by the rationalization of the physical plant and facilities that continued well into the Penn Central, Amtrak and Conrail eras. The photographs here depict over 100 years of change on the ever-evolving railroad landscape.
Photographs & History
Greetings! As we wind down from Summer and enjoy the Fall like weather that seemed to come a month early in the Northeast, I wanted to take a moment to play catch up on a few things as I prepare to release some new content on the Main Line tour of the former Pennsylvania Railroad. We left off in southeastern Lancaster County chronicling the Main Line and Atglen & Susquehanna Branch as they approach the Chester County line along the South Valley Hills. Before I get started on new content, I figured it might be fun to put together a post recapping some of the articles that lead up the current position in the series since they have spread out over two years!
On the Main Line
Crossing Mine Ridge | Passing through the pastoral Lancaster County landscape the eastbound ascent of Mine Ridge takes the PRR mainline around a series of reverse curves that carry the railroad over the 560’ summit dividing the Pequea and Chester Valleys. Gap, a quaint community whose history dates back to when William Penn visited the area late in the 1600’s is located at the crossroads of the Philadelphia & Lancaster Turnpike and the Newport Turnpike.
God's Country | The PRR in Eastern Lancaster County - Leaving the city of Lancaster behind, the Main Line of the Pennsylvania Railroad snakes its way through small hamlets like Bird in Hand, Ronks, Gordonville, Leaman Place Junction and Kinzer arcing gently through the heart of central eastern Lancaster County. Known as Pennsylvania Dutch Country, this area is home to a large population of Amish and Mennonite farmers offering a unique contrast between modern living and the simple life these people traditionally live.
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.
William H Brown: The Tale Of Two Bridges 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 the chief engineer, his tenure was likely one of the most notable in the transformation of the Pennsylvania Railroad’s physical plant.
New Line: PRR's Lancaster Cut-Off | 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.
The Atglen & Susquehanna Branch
Managing The Line: Communications On The A&S | Running over 53 miles in length the PRR's Atglen & Susquehanna Branch was a shining example of modern railway construction, running across rolling countryside and up the Susquehanna River on a gentle gradient. Fittingly for such a contemporary piece of railroad engineering, another advancement of modern times accompanied the line: the telephone.
Quarryville: 19th Century Railroading With Big Aspirations | Quarryville has always been a crossroad of activity in the fertile farmlands of Southern Lancaster County. Farmers purchased lumber, grain, and fertilizer here and reciprocally exchanged their bounties in town and beyond via the local county railroad, a lifeline to the outside world. Commonly known as the Quarryville Branch this rail line had an interesting early history that started with big hopes and ended with financial disaster.
The Engineer And The Contractor | BY 1903 William H. Brown, the man who earned the nickname the stone man for his preference of masonry bridge construction was winding down a rewarding 44-year career with the Pennsylvania Railroad, 32 of which he served as Chief Engineer. Brown's tenure was part of an era that was arguably one of the most transformative times for the PRR's infrastructure and right of way. His role in the construction of the Low Grade, especially the Atglen & Susquehanna segment would be his last major project before reaching the mandatory retirement age of 70.
The Cost Of Labor: Constructing The A&S | Today when you walk along the path of the former Atglen & Susquehanna Low Grade it is a very peaceful experience. There’s no shortage of lush foliage shrouding rock cuts blasted out of the rolling hills, the elevated fills and stone masonry look they were there since the beginning of time, and the railroad itself is long gone. Today it is hard to fathom the purpose of such a resource and even more challenging to imagine the human struggle that was involved in creating such a line.
Revisiting The Atglen & Susquehanna | 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 switch back divide between Martic and Conestoga Townships in the rugged Pequea Valley.
BY 1903 William H. Brown, the man who earned the nickname the stone man for his preference of masonry bridge construction was winding down a rewarding 44-year career with the Pennsylvania Railroad, 32 of which he served as Chief Engineer. Brown's tenure was part of an era that was arguably one of the most transformative times for the PRR's infrastructure and right of way. His role in the construction of the Low Grade, especially the Atglen & Susquehanna segment would be his last major project before reaching the mandatory retirement age of 70. Brown had come full circle in life having been born and raised in the same rolling countryside of Southern Lancaster County where he'd close out an impressive career.
Throughout Brown's tenure in the Engineering Department, he relied on skilled contractors to undertake the task of completing a project, among them was arguably one of the most prominent railroad builders of the time, the McManus Construction Company. By the time construction commenced on the A&S, Patricius McManus, president, and general manager had over 37 years of experience managing railroad construction projects. McManus started his first project for the Sunbury & Lewistown building 11 miles of track at just 19 years old, developing an impressive portfolio of projects including the double tracking of the Reading's Atlantic City Railroad. The PRR also contracted McManus for the expansion and double tracking of the electrified WJ&S line between Camden and Atlantic City via Newfield as well as various components of the Philadelphia Terminal Division including the terminal trackage for Broad Street Station. Brown and McManus shared a common thread in their lives and careers, coming from similar social circles, rising from humble roots to the upper echelon of society; they were both self-made success stories. Both Brown and McManus lived in the Powelton Village neighborhood of West Philadelphia, for a time as next-door neighbors, an area regarded as the home of the nouveau riche, outcasts from the old blue-blooded money of railroad executives on the fabled Main Line to Paoli.
When Brown parceled out eight contracts for grading and excavating the A&S in 1903, the engineering department knew that no section would be particularly easy. While some places required less significant work than others the line through Providence Township would be an imposing endeavor requiring the railroad to carve a path through the rolling hills since the local topography offered none. Brown charged McManus to execute this segment; Working west from Quarryville, equipment was brought in on an existing branch line via Lancaster and distributed by temporary trackage, moving in construction materials and supplies. Blasting and steam shovels did the grunt work of digging cuts through the hills, some up to 90' deep. McManus's crew of 300 men excavated some 1.3 million cubic yards of rock and earth creating seven cuts and a massive fill in the roughly 8 miles of line through the Township alone.
Brown closed out his storied career on March 1st, 1906 just shy of the dedication of the A&S on July 27th, but McManus's company would soon be involved with the construction of the Delaware, Lackawanna & Western Cut-Off between Park Summit and Milford, Pennsylvania another remarkable accomplishment of railroad engineering. Though Brown's Low Grade is abandoned now, so many other projects he and McManus worked on together remain a vital part of rail operations for the successors of the Pennsylvania Railroad, a testament to the
formidable team of Engineer and Contractor.
Well its fall, the weather is cooling off, the light is getting nice and its time to get back to work! I have a lot of good stuff in store for next couple of months including a big update of work on my website, a lecture for the Delaware Valley Chapter of the National Railway Historical Society and an article feature on the blog The Trackside Photographer, a platform that explores the larger idea of understanding the historic nature of the railroad landscape. Additionally I have a lot of great material in the cue for the blog Photographs & History, rounding out the exploration of the former Pennsylvania Railroad Atglen & Susquehanna Branch and continuing east exploring the mainline into Chester County, Pennsylvania.
Feature Article | The Trackside Photographer
A new article on the Main Line project goes live Thursday, October 13th on the blog The Trackside Photographer, a wonderful online publication that features photographers who's focus is documenting the ever changing railroad landscape. The article provides insight on my creative process while working on the Main Line project and is complemented by a cohesive gallery of imagery from the project.
Continuing a Legacy | Photographing the Pennsylvania Railroad
I am honored to once again present for the Delaware Valley Chapter of the NRHS. My lecture will explore the legacy of photographic imagery undertaken by the Pennsylvania Railroad and how it has influenced my own work. The presentation looks at several noted photographers commissioned to photograph the railroad while tying them to a visual dialogue with my own contemporary works exploring the former Pennsylvania Railroad.
Delaware Valley Chapter, National Railway Historical Society | Friday, October 21st, 2016 | Lecture begins at approximately 8:30PM
Morrisville Public Library, 300 North Pennsylvania Avenue, Morrisville, Pennsylvania
New Work from the Main Line Project
The image above is one of many that is being readied for a big update of new work on the Main Line project. The update will include a new gallery of imagery which includes additional views from PRR divisions already represented as well locations on the New York and Maryland Divisions which were not previously represented in the project. Once live a series of singe image posts will begin in addition to the regular format to highlight the new work and the significance of these places in the history of the Pennsylvania Railroad.
At the dawn of the industrial revolution the American railroad became the vehicle at which life’s pace was set. Growing in the east and expanding across the western frontier the railroad was responsible for America’s success. Engineering such a system at such a rapid speed was no small task, the men who ran these companies understood the value of their accomplishments and wanted to share it with the world. To tout their new transportation systems, luring travellers to ride this modern marvel and experience the American landscape railroads turned to another new product of the industrial age; photography. Employing some the most preeminent photographers of the time, railroads outfitted special cars placed under the direction of senior passenger agents to see that their photographer had the best accommodations to illustrate their pride and joy. By no coincidence was the Pennsylvania Railroad one of the biggest supporters of this endeavor being their corporate headquarters of Philadelphia also happened to be the epicenter of photography in the US in the 19th Century. The PRR employed photographers for a multitude of tasks including the glamorous commissions to illustratate the railroad and its destinations for the Centennial and Columbian Expositions to the more mundane day-to-day documentation of massive engineering projects taking place all over the system.
While photography and the railroads redefined the 19th century’s perception of space and time, surviving imagery leaves us a rich visual legacy to derive tremendous amounts of information about the railroad, the landscape and the energy of the industrial age. It’s this imagery that feeds my creativity and imagination, that allows me to visualize the prominent role the Pennsylvania Railroad played in developing the United States and the continual improvements they made to better themselves in the process. These volumes of visual assets are the foundation of what inspires my work; the photographer’s technical and aesthetic ability, the conceptual ideals and the resulting images rich with information foster a continued dialogue with my own image making, inspiring new works from images of the past.
This is a brief excerpt form the upcoming lecture “Continuing a Legacy, Photographing the Pennsylvania Railroad” which I will present on February 13th for the Philadelphia Chapter of the Pennsylvania Railroad Technical and Historical Society
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.
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.
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.
Passing through the pastoral Lancaster County landscape the eastbound ascent of Mine Ridge takes the PRR mainline around a series of reverse curves that carry the railroad over the 560’ summit dividing the Pequea and Chester Valleys. Gap, a quaint community whose history dates back to when William Penn visited the area late in the 1600’s is located at the crossroads of the Philadelphia & Lancaster Turnpike and the Newport Turnpike. The small village of roughly 1900 residents is divided by the first pair of significant curves on the main line including the 4° Eby’s curve and the 4° Gap curve. To attain the summit the railroad climbs a .56% ruling grade and enters a cut on the Gap curve through Mine Ridge, limiting trains to a maximum of 50mph. Through William H. Brown's improvement years there were several attempts to reduce curvature of the route, but an ambitious project was proposed to eliminate the curves all together in the first quarter of the 20th century. With an estimated cost of $2.7 million, the realignment would require the removal of a large piece of Mine Ridge to eliminate a total of four curves with one large gentle arc, increasing speeds from 50 to 90 mph and reducing average travel time by 1.5 minutes. Alas the realignment was deemed too costly for the time and was never revisited, leaving the same basic arrangement that survives today now part of Amtrak's Keystone Line.
At the close of 2014 the Greer Family donated a remarkable piece of Pennsylvania Railroad history in the form of an oversized album of large format photographs made by Frederick Gutekunst (1831-1917) a native of the Germantown section of Philadelphia. Operating out of a studio at 7th and Arch Streets for more than 50 years Gutekunst was considered one of the preeminent photographers in the post-Civil War era. Some of his subjects included noteworthy people like Thomas Eakins and Walt Whitman but also extended beyond portraiture to include architecture and the built environment of the PRR. Before this album surfaced most examples of his work were in the form of stereo views, making this collection of 16x12” large format prints incredibly rare.
The portfolio, dating from ca. 1875, titled simple “Scenery of the Pennsylvania Railroad” represents one in a series of campaigns the PRR embarked on to celebrate the railroad as a destination, touting the freshly manicured railroad dissecting the wilds of Pennsylvania, following serpentine rivers, paralleling the canals the road made obsolete; a symbol of modern engineering and progress in America. Fittingly the railroad chose photography over traditional illustrations and paintings, providing a tangible image which potential travelers could connect to, a portal into the world of the PRR and the landscape it traveled. Like his contemporary William H. Rau, Gutekunst utilized the large plate view camera to portray the growing railroad as the country recovered from the American Civil War. This remarkable portfolio illustrates the Pennsylvania Railroad before the grand system improvements started under Chief Engineer William H. Brown and his successors, which would last from the late 1870’s well into the first decade of the 20th Century.
What makes this donation even more special, especially to PRR preservationists is that we owe a great debt of gratitude to a former Pennsylvania Railroad employee for having the foresight and pride in his employer to save the portfolio.
David St. John Greer, was born in Philadelphia in 1914, his father a laborer and his mother a seamstress. Settling in New Jersey, David completed high school in Pemberton, NJ and enrolled in a 4-year business administration program at Drexel University. Graduating from Drexel in 1937, Greer would begin a 32-year career with the Pennsylvania Railroad. Though the details of his early years with the company are limited, in 1943 despite being exempt as a railroad employee to serve during WWII, he felt compelled to serve his country and enlisted in the Navy. Greer was never deployed in active war but was appointed as the Assistant Supervisor of Exports for the PRR Port of Philadelphia and later served as the District Property Transportation Officer in the Port of Philadelphia Customs House while also acting on the Ports Conditions Committee. Greer was released from active duty in January of 1946 as a Lieutenant returning to his civilian job with the PRR. Over the next 11 years Greer worked all over the system as a Supervising Agent for important terminals like Williamsport, Harrisburg, the company piers of New York, and Philadelphia. In 1953 he was promoted to Superintendent of Stations in the Pittsburgh Region and later the Chicago area from 1955-57. By the end of 1957 Greer was promoted to Manager / Director of Freight Stations and Motor Service on the entire system, responsible for all stations and trucking companies owned by the PRR. In 1968, the fateful year long time rivals PRR and NYC merged Greer was appointed Director of Stations system wide where he served just one short year, deciding that he could no longer work for the merged railroads.
During that last year, the PC worked to wipe the slate of documents and ephemera from the PRR archives offering items for sale to employees and later holding public auctions. It was here that Greer purchased the Gutekunst Album along with a number of other pieces of PRR memorabilia. Greer’s son, David, recalls, “My father loved the PRR and hated the merger. He particularly loved freight operations. He worked in places that included many of the locations in Pennsylvania pictured in the [Gutekunst] photographs and felt a close kinship to the railroad and the state of Pennsylvania. He took good care of the album but would occasionally sit and look at the photos much as I have done for the past twenty years.” David’s father gifted many of the other items he purchased at auction after his retirement, but held on to the album of photographs. “I think it is telling he kept the photographs, clearly the most valuable piece of railroad memorabilia he had. He also kept things that I think reminded him of the good times on the railroad. As an example he kept and displayed the menu from his dinner on the last run of the all Pullman Broadway Limited. The train crew signed the menu and he kept it along with some of the serving pieces that were used for this dinner. I think he felt that the end of the Broadway Limited was the end of an era. He flew to Chicago on business so that he could ride home on the Limited’s last eastbound trip as an all Pullman train, disembarking at Paoli near his home.”
Survived by his daughter Ann Hiros and son David Greer, David St. John Greer passed in December of 1993, leaving the album among other items with the family. In late 2013 I had heard about the album surfacing through PRRT&HS archivist Charlie Horan and in March of 2014 had the pleasure of meeting David on a train trip to Pittsburgh riding the Juniata Terminal Company PRR 120 and the Warrior Ridge (A Ride on the Pennsylvania). Dave expressed his interest in donating the album to a place that not only could care for it properly but also make it accessible to the public. Given my experience with the Rau collection housed at the Library Company of Philadelphia I suggested that David consider the institution, not only because of Gutkunst’s Philadelphia connection but also because of the existing collection of his work already at the LCP. It would also bring together two very important collections of photography that focused on the Pennsylvania Railroad from the 19th Century. At the close of 2014 the Greer family ultimately decided the album belonged in LCP’s permanent collection, adding to an incredible archive of 19th Century prints and photographs. We are lucky to have this resource preserved where it will ultimately be digitized for many future generations to enjoy in the honor of David St John Greer and photographer Frederick Gutekunst.
Watershed: The southern half of the Delaware River Basin is steeped in history, once the backbone of shipping and manufacturing and home to countless communities along its banks. The Delaware itself and the many unremarked tributaries that feed into it play host to a diverse Eco system that thrives along side industrial sites, refineries and countless miles of swamp and unremarked landscapes covered in bay grass, scrub pines and oaks. There is a feeling of emptiness in these landscapes, an absence of human life. Scars left behind from dredging dumps and brownfield sites only highlight nature’s resilience to recover these swaths, its ability to thrive even under the duress of neighboring highway noise, pollution and encroaching housing developments. The Watershed Project is about the beauty of the benign and unremarked place challenging our perception of the natural landscape while celebrating an important resource of the greater Delaware Valley.
I am excited to announce that I will be included in a three person exhibition that will open next Saturday, March 14th at the Perkins Center for the Arts in their Collingswood location. Along with artists Keith Yahrling and Amy Becker I will be showing work from the Watershed Project. The exhibition runs from March 14 - May 2, 2015 with an opening reception on Saturday, March 14 from 6-9 pm. The Perkins Collingswood facility is located at 30 Irvin Ave., Collingswood, NJ 08108. Normal exhibition hours are Tuesdays & Thursdays 10 am – 2 pm, Saturday 10am – 2 pm. The exhibition and opening is free and open to the public. Collingswood offers some terrific options for dining so its a perfect opportunity to get out for a night of art and entertainment. Hope to see you there!
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 firstname.lastname@example.org
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.
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.
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.
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.
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.
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.
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.
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.
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 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.
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.
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.
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!
I wanted to take a moment to say hello, it’s been a while since I have emailed or posted and I thought it would be a good opportunity to fill everyone in on some exciting news and updates.
The past nine months have provided big opportunities for me as a professional photographer. I was commissioned by Conrail to document a major rebuild of the Delair Bridge, a vital span over the Delaware River which connects the Conrail Shared Assets South Jersey freight cluster with Norfolk Southern and CSX networks. The conversation with Conrail began sometime in September of 2013 to provide a record for engineers and contractors of the fast paced process of replacing 60 deck girder spans over a series of several three-day work periods. After some discussion and my own consulting with several peers it was decided the best solution would be to utilize time-lapse photography to provide both a still record and moving piece that shows each 72 hour work outage in some 6-12 minutes. To date we have shot five of the six outages compiling roughly 10 terabytes of information utilizing Canon, GoPro and unmanned aerial drone technologies. It’s been one hell of an experience and I look forward to sharing the results of the project soon.
Other exciting news includes the recent confirmation that I will be curating a show opening this November titled, Railroads and the Historical Landscapes They Travel at the Monmouth Museum near Red Bank, New Jersey. Though details are still in progress I am excited to put together a great exhibition featuring a wide breath of work both contemporary and historic on the subject. You can also expect a new series of posts this fall focusing on works from the Watershed portfolio, which explores the Delaware River watershed and Atlantic coast. This work will be part of a three-person exhibition next year at the Perkins Center for Arts in their beautiful Collingswood exhibition space. Posts on the Main Line Project will also resume next week with a large series focusing on the history and evolution of the Pennsylvania Railroad in the city of Lancaster, Pennsylvania. I have been working on accumulating resources for these posts and figuring out how to format the series for sometime now. I am pleased with the way things are coming together and look forward to your feedback once they start going live.
I hope you all enjoy the rest of the summer and I look forward to sharing more with you on exhibitions, new work and creative commissions in the near future! Stay cool and keep in touch!
I am happy to announce that I’ll be presenting a lecture on the ongoing photographic project, From the Main Line: A Contemporary Survey of the Pennsylvania Railroad during this year's annualPennsylvania Railroad Technical and Historical Society national convention. 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.
The Pennsylvania Railroad Technical & Historical Society (PRRT&HS) is a national organization including 12 Chapters around the country whose mission is to further scholarly learning and interest in the Pennsylvania Railroad through a number of activities. For more information about the PRRT&HS, their activities and archives please visit their website. The lecture, part of the annual national meeting which runs from May 1st to May 4th is one of many diverse presentations covering a range of topics on the late great Pennsylvania Railroad. For registration information and schedules please visit the convention page or contact me directly at email@example.com
Thank you for your support!
Though I have spent some seven years documenting the former Pennsylvania Railroad I can count on one hand how many times I have actually rode the original Main Line between Harrisburg and Pittsburgh. This past weekend I graduated to three fingers making the round trip to Pittsburgh from Philadelphia. This one however was no ordinary trip; in fact it was quite special, for it was made on two privately owned historic rail cars; Bennett and Eric Levin’s lovingly restored Warrior Ridge and the Pennsylvania 120 a former PRR business car. As an invited guest myself and several others were lucky enough to see the landscape that that PRR has traveled since its completion in 1852, traveling through places I was all to familiar with but not always from the perspective of the passenger.
It got me thinking as several of us discussed various facets of the PRR including illustrative and photographic campaigns undertaken over the years by the company. These campaigns were geared around flaunting the scenic vistas along this prolific engineered corridor; some are revisited several times, in particular during the second half of the 19th Century. Riding in a car that served PRR President Walter Franklin among other officials, I could imagine the conversations and acknowledgment of these beautiful locations that seemed to captivate railroad men whether it was because they conquered a particularly difficult pass there or because the beauty was just that breathtaking.
For over 160 years the PRR has traversed this natural landscape following the majestic Susquehanna, Juniata, Conemaugh and Allegheny Rivers among others. Throughout that time countless passengers gazed out the window at areas commanding names like Warrior Ridge, The Packsaddle, Mineral Point and Jacks Narrows. Let us not forget how many experience the westbound ascent of Horseshoe curve out of Altoona, entering the famous engineering landmark high above Burgoon Run one quickly gets a sense of the curve's purpose, watching an eastbound descend the mountain across the valley at a noticeably higher elevation. Places like this were engineered by brilliant and driven men on the backs of cheap labor wielding pick axes and shovels, they are a testament of what was possible in the by gone era of industrialization. But yet they still survive, moving countless trains on a given day, a refined version of J. Edgar Thomson’s engineering genius. Besides the trains themselves little has changed from when Frederick Gutekunst or William Rau left footprints in the cinders making the large format images that preserved this rugged beauty. I have always been fascinated by the undefined spaces the railroad travels, the areas in-between the towns, cities and villages that create a sort of rhythm that illustrates the growth and progress the railroads fostered along the line, watching the ever changing landscape from the window of train who’s predecessors we owe our Nation’s existence to.
Yes this weekend was a welcome distraction, a reminder of why I embarked on this project, to document and share a railroad so historic and massive that its reputation and design lasted longer the company itself. To spend time on the railroad with like minded folks on a pair of beautifully restored private cars was exactly what I needed to put into perspective the past, present and future of railroading on the Pennsylvania Railroad and the landscape it travels. In regard to preservation, I take off my hat to people like the Levin’s who share the legacy of railroad travel in style and take every opportunity to see to it their guests are comfortable and having a good time. And to my fellow travel mates, I made some new friends and shared some great stories about the very railroad that bought us all together. Though the Pennsylvania Railroad has been gone for quite some time it is experiences like this that reinforce that the spirit and pride of the former Standard Railroad of the World is still very much alive through so many people and their work to preserve our railroad heritage. This is a trip that will stick with me for quite a long time!
Often times as an artist inspiration comes from many sources, mine takes root from a fascination of railroads, geography, architecture and history. With consideration of the Main Line Project there came another major source of inspiration: the photographic work of William H. Rau.
Born in 1855, Rau was a Philadelphia based commercial photographer whose relationship with the Pennsylvania Railroad spanned his career in the business. Though he had numerous assignments with the railroad over the years, it would be two commissions that brought Rau to our attention in the 20th Century. The first assignment was from June to September 1891, the second, April to July of 1893. The commission employed the relatively new concept of advertising photography to entice the leisure traveler to explore the American landscape by way of the Pennsylvania Railroad. Illustrating the terrain and destinations along the system, Rau worked with a mammoth plate view camera in the field, traveling in a customized passenger coach complete with living quarters and darkroom.
In 2002 the Library Company of Philadelphia mounted an exhibition of original prints by Rau from the 1890’s commissions in conjunction with the release of a companion book titled “Travelling the Pennsylvania Railroad” published by University of Penn Press. The exhibition hit home with me for many reasons, providing not only a view of the Pennsylvania Railroad over 100 years ago but by also appealing to my photographic sensibility. Like Rau I was using the view camera to craft thoughtful, creative and technically resolved images that can function on both a documentary and artistic level. Rau’s mammoth plate images provided insight for an approach to photographing not just the trains but also the infrastructure of a railroad and the landscape it traversed. This exhibition and subsequent book was the seed that would germinate into the Main Line Project some five years later.
In 2006, having been out college more than five years, I was making work and exhibiting as much as possible. I had finished a two-year Career Development Fellowship with the Philadelphia based Center for Emerging Visual Artists and was teaching at Drexel University. My projects focused on the Delaware River Watershed and later documenting historic but obsolete structures in and around the Philadelphia area. Though I was having a fair amount of success with the work, I couldn’t help but think more about Rau’s PRR commissions. Using his work as a starting point could provide insight on how to revisit the very subject that led me to pick up a camera in the first place – the railroad. In the spring of 2007 I applied for and received an Alumni Travel Grant with the Center for Emerging Visual Artists to photograph the surviving railroad and landscape along the former PRR between Harrisburg and Pittsburgh, the segment I was most familiar with. With the Rau book always by my side I made several trips building the conceptual framework of the project. Drawing from approaches utilized in past work, I photographed everything along the route, compiling an assortment of over a hundred images that ran the gamut, some good, some bad; others that became the cornerstones of how the project would evolve.
Between trips I contacted the Library Company to inquire about viewing the Rau Collection for further inspiration. Knowing that the book reproduced 50 plates from a larger collection of 463 individual images I could tell just by the published inventory list that I needed to see more. With the help of the Library Company’s prints and photographs curator Sarah Weatherwax, I began reviewing small reference prints and later original 18x22” contact prints. There was something magical about looking at this work in person, to be able to hold and interact with it minus the glass and polish of an exhibition. Seeing the sheen of vintage albumen prints and the endless amounts of detail from an image made from a negative of the same size was a true sensory experience. It was a first hand view of a historical photographic process, a cohesive collection of how one photographer viewed the world and the landscape that was in front of his lens.
Though Rau’s work was playing a big part in molding my project I did not want this to become a re-photographic survey, getting mired down in finding the exact locations and times Rau made pictures. Instead my relationship with Rau was an open dialogue, one that takes influence from the imagery while considering the modern landscape and rail corridor. Recognizing that Rau was commissioned to make this work, for me it was much bigger than just an assignment. I was working to discover the history tied to a railroad corridor that has largely shaped the landscape throughout the Northeast and the Commonwealth of Pennsylvania - about using Rau’s work to inspire and inform me of a past time in the landscape and on the railroad. The act of gleaning information from Rau’s images added yet another layer of depth in my relationship to his work.
Around this time I began working with Amtrak’s engineering department and historic architect John Bowie Associates who were in the midst of documenting various historical facilities along the Northeast Corridor. It was the relationships that developed during this phase (which continue today) that helped me better understand more of the physical and economic history of the PRR and appreciate just how pivotal this era was to the company. Rau’s images reveal an evolution: a railroad building a physical plant that would be worthy of the claim of being the Standard Railroad of the World. In the 1890’s massive system wide improvements were well underway that would include construction of the countless stone bridges that remain today among other large scale engineering projects. At the same time the photos give a nod to antiquity, the relics of street running and canals that were giving way to a grade separated four track main line that stretched from New York City to Pittsburgh.
Rau’s imagery provided a comprehensive study of a railroad about to hit its prime and a landscape that would see continual transformation because of its presence. The ability to gain such a clear perspective of the PRR in one cohesive body of work afforded the visual “before” to my after. Understanding the history of this great railroad in conjunction with the aesthetical response to Rau’s photos provide a sort of spiritual guidance in making images for the Main Line Project. Inspired in different ways by his work I consider channeling my inner Rau every time I pick up a camera and look to a subject like the former Pennsylvania Railroad.
Since the first heat of molten steel was tapped in 1875 The Edgar Thomson Works has produced steel continuously along the banks of the Monongahela River in North Braddock, Pennsylvania. Constructed by Andrew Carnegie the plant was named in honor of his friend and president of the Pennsylvania Railroad, J. Edgar Thomson. Carnegie’s mill would be the prototype for many modern facilities to come, making use of the Bessemer process, an innovative way to economically mass produce steel by forcing air through molten iron to remove impurities by oxidation. The mill occupies the site of the historic battle where French and Indian Troops defeated the expedition of General Edward Braddock on July 9, 1755. Flanked by Turtle Creek and the Monongahela River the locale offers waterfront access to receive raw materials and ship finished product on the Ohio and Mississippi River networks.
In 1892 the Edgar Thomson Works would be part of one most violent labor strikes in American history, the Homestead strike. In an attempt to disband the Amalgamated Association of Iron and Steel Workers in Carnegie’s Homestead Works, Henry Clay Frick and Carnegie locked out workers when negotiations for the union organization went sour. Employees at the Homestead works picketed for roughly five days, with plant workers at both the Thomson and Duquesne Works joining in sympathy. Picketing turned violent when plant owners brought in the Pinkerton Guards instigating a full-scale riot that resulted in ten deaths and thousands of injuries. State Governor Robert Pattison sent two brigades of the State Militia to disperse the chaos and resume operations with temporary strike breakers. Mill owners continued fighting the efforts to unionize steel labor for years, causing other violent outbreaks until 1942 when the AA finally merged with others to create the United Steel Workers Union, gaining momentum to unionize major steel mills all together.
In 1901 Carnegie Steel was merged with the Federal and National Steel Companies under the direction of J.P. Morgan among other partners creating US Steel. Once the largest steel producer in the world, US Steel still produces roughly 25 percent of America’s domestic steel at several major facilities in the United States. Operations at the Edgar Thomson Plant continue and now employ a basic oxygen furnace and continuous caster in addition to the remaining blast furnaces. Operated under the auspices of the Mon Valley Works this operation is the last integrated steel mill in the Pittsburgh area with coke produced at the Clairton Works to the south, raw steel produced at the ET plant and finishing into coil and galvanized products takes place at the Irvin Works.
Though the Edgar Thompson plant was served by numerous railroads most of it was done through interchange with the Union Railroad a wholly owned subsidiary of US Steel that was established in 1894 prior to Carnegie’s sale of the ET works. The Union Railroad grew into an expansive system connecting Carnegie’s Bessemer & Lake Erie with the industrial Mon Valley moving raw materials from Lake Erie and finished product to market. The Pennsylvania’s primary source of interchange was at Kenny Yard on the Monongahela Branch across from the works in Kennywood, Pennsylvania. Other companies interchanged with the Union Railroad including the Pittsburgh & Lake Erie, Baltimore and Ohio and the Western Maryland most via the P&LE gateway at Connellsville.